Multi-network control system for a vehicle

ABSTRACT

A vehicle is described herein which includes a first communication network, a second communications network and a router which is used to facilitate communication between the first and second networks.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 10/326,862, entitled “Control System and Method for ElectricVehicle,” filed on Dec. 19, 2002, now U.S. Pat. No. 6,885,920, whichclaims priority under 35 U.S.C. § 119(e) to: (1) U.S. Provisional PatentApplication Ser. No. 60/342,292, entitled “Vehicle Control andMonitoring System and Method,” filed on Dec. 21, 2001; U.S. ProvisionalPatent Application Ser. No. 60/360,479, entitled “Turret Control Systemand Method for a Fire Fighting Vehicle,” filed on Feb. 28, 2002; U.S.Provisional Patent Application Ser. No. 60/388,451, entitled “ControlSystem and Method for an Equipment Service Vehicle,” filed on Jun. 13,2002, all of the priority applications being incorporated herein byreference in their entirety.

BACKGROUND

The present invention relates generally to electric vehicles and, moreparticularly to a control system for an electric vehicle.

An electronic traction vehicle is a vehicle that uses electricity insome form or another to provide all or part of the propulsion power ofthe vehicle. This electricity can come from a variety of sources, suchas stored energy devices relying on chemical conversions (batteries),stored electrical charge devices (capacitors), stored energy devicesrelying on mechanical stored energy (e.g. flywheels, pressureaccumulators), and energy conversion products. In a typical conventionalelectric traction vehicle, a prime mover, such as a diesel engine, isused to drive an electric generator or alternator which supplieselectric current to one or more traction motors. The traction motorstypically are coupled to wheel sets on the vehicle. A typical vehiclethat utilizes this type of electric traction is a railroad locomotive.In some conventional electric traction vehicles, stored energy is usedto provide the main power which provides the electrical current to oneor a plurality of traction motors. A typical vehicle that utilizes thistype of electric traction is a golf cart or battery powered electriccar. In some conventional electric traction vehicles, having more thanone sources of energy is desirable. By having more than one source ofenergy, some optimizations in the design can allow for more efficientpower production, thus allowing power to be used from different sourcesto come up with a more efficient system for traction. These types ofvehicles are commonly referred to as hybrid electric vehicles (HEV).Series and Parallel HEV system designs are what is usually encountered.

As the complexity of electric vehicles increases, the demands placed onthe communication networks of the vehicles also increase. Also, in manyinstances, when a controller malfunctions or the communications networkgoes down, the vehicle is often disabled and unusable until suitablerepairs can be made. This is an undesirable result in any situation,particularly situations where the electric vehicle is a military vehicleand the occupants thereof are exposed to enemy fire. Accordingly, it isdesirable to provide an improved vehicle which is robust and is suitableto handle the increasing demands placed on the communications network.

DRAWINGS

FIG. 1 is a schematic view of a fire truck having a control systemaccording to one embodiment of the present invention;

FIG. 2 is a block diagram of the control system of FIG. 1 showingselected aspects of the control system in greater detail;

FIG. 3 is a simplified block diagram of the control system of FIGS. 1-2;

FIG. 4 is a flowchart showing the operation of the control system ofFIG. 3 to turn on an output device in response to an operator input;

FIG. 5 is a flowchart showing the operation of the control system ofFIG. 3 to turn off an output device in response to the failure of aninterlock condition;

FIG. 6 is another simplified block diagram of the control system ofFIGS. 1-2;

FIG. 7 is a flowchart showing the operation of the control system ofFIG. 6 to implement load management when battery voltage decreases;

FIG. 8 is a flowchart showing the operation of the control system ofFIG. 6 to restore power to output devices that have been shed during theload management illustrated in FIG. 7;

FIG. 9 is another simplified block diagram of the control system ofFIGS. 1-2;

FIGS. 10A-10B are flowcharts showing the operation of the control systemof FIG. 9 to implement load sequencing in response to an operator input;

FIGS. 11A-11B are flowcharts showing the operation of the control systemof FIG. 9 to implement load sequencing in different orders depending onan operating mode of the fire truck;

FIG. 12 is a schematic view of an aerial device having a control systemaccording to another embodiment of the present invention;

FIG. 13 is a more detailed block diagram of the control system of FIG.12;

FIG. 14 is a schematic view of a military vehicle having a controlsystem according to another embodiment of the present invention;

FIGS. 15-16 are block diagrams of the control system of FIG. 14 showingselected aspects of the control system in greater detail, and FIGS.17A-17B are modified views of the block diagram of FIG. 16 showing theoperation of the control system to reconfigure itself in a failure modeof operation;

FIG. 18 is a diagram showing the memory contents of an exemplaryinterface module in greater detail;

FIG. 19 is truth table in which an output is controlled with anadditional layer of failure management for inputs with undeterminedstates;

FIG. 20 is an overview of a preferred variant vehicle system;

FIG. 21 is a block diagram of the control system of FIG. 14 showingselected aspects of the control system in greater detail;

FIG. 22 is an I/O status table of FIG. 21 shown in greater detail;

FIG. 23 is a flowchart describing the operation of the control system ofFIG. 21 in greater detail;

FIG. 24 is a data flow diagram describing data flow through an exemplaryinterface module during the process of FIG. 23;

FIG. 25 is a schematic diagram of an exemplary embodiment of an electrictraction vehicle providing an exemplary embodiment of an AC bus assemblycoupled to various modules on the vehicle;

FIG. 26 is a schematic diagram showing the vehicle of FIG. 25 being usedas a mobile electric power plant;

FIG. 27 is a schematic diagram showing selected aspects of a controlsystem of FIG. 25 in greater detail;

FIG. 28 is a flowchart showing the operation of a control system of FIG.25 in greater detail;

FIG. 29 is a schematic diagram showing auxiliary drive modules used inthe vehicle of FIG. 25;

FIG. 30 is a flowchart showing another aspect of the operation of acontrol system of FIG. 25 in greater detail;

FIG. 31A is a top plan view illustration of an exemplary embodiment of adifferential assembly coupled to an electric motor for driving at leasttwo wheels and supported by a suspension assembly, and FIG. 311B is anend view partial sectional view of an exemplary embodiment of anelectric traction vehicle support structure coupled to a suspensionassembly which suspends at least one wheel relative to the vehiclesupport structure;

FIGS. 32A-32B is a block diagram showing various configurations forconnecting interface modules to drive controllers in the electrictraction vehicle of FIG. 25.

FIG. 33 is a block diagram of a control system including a number ofsub-control systems.

FIGS. 34-36 are flow charts showing the operation of another aspect ofthe router in greater detail.

FIGS. 37-39 are flow charts showing the operation of another aspect ofthe control system in greater detail.

DETAILED DESCRIPTION

U.S. Pat. No. 6,421,593, filed Aug. 27, 1999, discloses variousembodiments of a control system architecture in connection with firetrucks, military vehicles and other types of vehicles. A particularlyadvantageous use of the preferred control system architecture is in thecontext of electric traction vehicles and, as described below, thevehicles disclosed in these applications may be implemented as electrictraction vehicles. For such uses, the control systems described in theabove-mentioned applications may be used to control additional outputdevices associated with the electric traction vehicle such as electricmotors used to drive motion of the vehicle, and to provide I/O statusinformation which may be transmitted off-board the vehicle. Forconvenience, the contents of the above-mentioned application is repeatedbelow, followed by a description of an electric traction vehicleembodiment and remote monitoring applications which in a preferredembodiment use a control system of a type disclosed in theabove-mentioned applications.

A. Fire Truck Control System

1. Architecture of Preferred Fire Truck Control System

Referring now to FIG. 1, a preferred embodiment of a fire truck 10having a control system 12 is illustrated. By way of overview, thecontrol system 12 comprises a central control unit 14, a plurality ofmicroprocessor-based interface modules 20 and 30, a plurality of inputdevices 40 and a plurality of output devices 50. The central controlunit 14 and the interface modules 20 and 30 are connected to each otherby a communication network 60.

More specifically, the central control unit 14 is a microprocessor-baseddevice and includes a microprocessor 15 that executes a control program16 (see FIG. 2) stored in memory of the central control unit 14. Thecontrol program is shown and described in greater detail below inconjunction with the flowcharts of FIGS. 4, 5, 7, 8 and 10. In general,the control unit 14 executes the program to collect and store inputstatus information from the input devices 40, and to control the outputdevices 50 based on the collected status information. The controlprogram preferably implements an interlock system (e.g., FIG. 5), a loadmanager (e.g., FIGS. 7-8), and a load sequencer (e.g., FIGS. 10A-10B).As described below, the central control unit 14 is preferably notconnected to the I/O devices 40 and 50 directly but rather onlyindirectly by way of the interface modules 20 and 30, thereby enablingdistributed data collection and power distribution. The I/O devices 40and 50 are located on a chassis 11 of the fire truck 10, which includesboth the body and the underbody of the fire truck 10.

In the illustrated embodiment, two different types of interface modulesare used. The interface modules 20 interface mainly with switches andlow power indicators, such as LEDs that are integrally fabricated with aparticular switch and that are used to provide visual feedback to anoperator regarding the state of the particular switch. For this reason,the interface modules 20 are sometimes referred to herein as “SIMs”(“switch interface modules”). Herein, the reference numeral “20” is usedto refer to the interface modules 20 collectively, whereas the referencenumerals 21, 22 and 23 are used to refer to specific ones of theinterface modules 20.

The interface modules 30 interface with the remaining I/O devices 40 and50 on the vehicle that do not interface to the interface modules 20, andtherefore are sometimes referred to herein as “VIMs” (“vehicle interfacemodules”). The interface modules 30 are distinguishable from theinterface modules 20 mainly in that the interface modules 30 are capableof handling both analog and digital inputs and outputs, and in that theyare capable of providing more output power to drive devices such asgauges, valves, solenoids, vehicle lighting and so on. The analogoutputs may be true analog outputs or they may be pulse width modulationoutputs that are used to emulate analog outputs. Herein, the referencenumeral “30” is used to refer to the interface modules 30 collectively,whereas the reference numerals 31, 32, 33, 34 and 35 are used to referto specific ones of the interface modules 30.

Although two different types of interface modules are used in theillustrated embodiment, depending on the application, it may bedesirable to use only a single type of interface module in order toreduce inventory requirements. Additionally, while in FIG. 1 three ofthe interface modules 20 and five of the interface modules 30 are shown,this arrangement is again simply one example. It may be desirable toprovide each interface module with more I/O points in order to reducethe number of interface modules that are required, or to use moreinterface modules with a smaller number of I/O points in order to makethe control system 12 more highly distributed. Of course, the number ofinterface modules will also be affected by the total number of I/Opoints in the control system.

FIG. 1 shows an approximate distribution of the interface modules 20 and30 throughout the fire truck 10. In general, in order to minimizewiring, the interface modules 20 and 30 are placed so as to be locatedas closely as possible to the input devices 40 from which input statusinformation is received and the output devices 50 that are controlled.As shown in FIG. 1, there is a large concentration of interface modules20 and 30 near the front of the fire truck 10, with an additionalinterface module 34 at mid-length of the fire truck 10 and anotherinterface module 35 at the rear of the fire truck 10. The largeconcentration of interface modules 20 and 30 at the front of the firetruck 10 is caused by the large number of switches (including those withintegral LED feedback output devices) located in a cab of the fire truck10, as well as the large number of other output devices (gauges,lighting) which tend to be located in the cab or otherwise near thefront of the fire truck 10. The interface module 34 that is located inthe middle of the truck is used in connection with I/O devices 40 and 50that are located at the fire truck pump panel (i.e., the operator panelthat has I/O devices for operator control of the fire truck's pumpsystem). The interface module 35 that is located at the rear of the firetruck 10 is used in connection with lighting and other equipment at therear of the fire truck 10.

The advantage of distributing the interface modules 20 and 30 in thismanner can be more fully appreciated with reference to FIG. 2, whichshows the interconnection of the interface modules 20 and 30. As shownin FIG. 2, the interface modules 20 and 30 receive power from a powersource 100 by way of a power transmission link 103. The powertransmission link 103 may comprise for example a single power line thatis routed throughout the fire truck 10 to each of the interface modules20 and 30. The interface modules then distribute the power to the outputdevices 50, which are more specifically designated with the referencenumbers 51 a, 52 a, 53 a, 54 a-c, 55 a-c, 56 a-b, 57 a-c and 58 a-d inFIG. 2.

It is therefore seen from FIGS. 1 and 2 that the relative distributionof the interface modules 20 and 30 throughout the fire truck 10 incombination with the arrangement of the power transmission link 103allows the amount of wiring on the fire truck 10 to be dramaticallyreduced. The power source 100 delivers power to the interface modules 20and 30, which act among other things as power distribution centers, andnot directly to the output devices 50. Because the interface modules 20and 30 are located so closely to the I/O devices 40 and 50, most of theI/O devices can be connected to the interface modules 20 and 30 usingonly a few feet of wire or less. This eliminates the need for a wireharness that extends the length of the fire truck (about forty feet) toestablish connections for each I/O devices 40 and 50 individually.

Continuing to refer to FIG. 2, the switch interface modules 20 and theinterconnection of the interface modules 20 with various I/O deviceswill now be described in greater detail. The interface modules 20 aremicroprocessor-based, as previously noted, and include a microprocessorthat executes a program to enable communication over the communicationnetwork 60, as detailed below.

The same or a different microprocessor of the interface modules 20 mayalso be used to process input signals received from the input devices40. In particular, the interface modules 20 preferably perform debouncefiltering of the switch inputs, so as to require that the position ofthe switch become mechanically stable before a switch transition isreported to the central control unit 14. For example, a delay of fiftymilliseconds may be required before a switch transition is reported.Performing this filtering at the interface modules 20 reduces the amountof processing that is required by the central control unit 14 tointerpret switch inputs, and also reduces the amount of communicationthat is required over the communication network 60 because each switchtransition need not be reported.

Physically, the interface modules 20 may be placed near the headliner ofa cab 17 of the fire truck 10. Traditionally, it is common practice tolocate panels of switches along the headliner of the cab for easy accessby an operator of the fire truck. Additionally, as detailed below, inthe preferred embodiment, the interface modules 20 are connected toswitches that have integrally fabricated LEDs for indicating the stateof the output device controlled by the switch to provide maximumoperator feedback. These LEDs are output devices which are connected tothe interface modules 20. Therefore, by locating the interface modulesnear the headliner of the cab, the amount of wiring required to connectthe interface modules 20 not only to the switches and but also to theLED indicators is reduced.

In the preferred embodiment, the interface modules 20 have between tenand twenty-five each of inputs and outputs and, more preferably, havesixteen digital (on/off switch) inputs and sixteen LED outputs. Most ofthese inputs and outputs are utilized in connection with switches havingintegrally fabricated LEDs. However, it should be noted that there neednot be a one-to-one correspondence between the switches and the LEDs,and that the inputs and the outputs of the interface modules 20 need notbe in matched pairs. For example, some inputs may be digital sensors(without a corresponding output device) and some of the outputs may beordinary digital indicators (without a corresponding input device).Additionally, the LED indicators associated with the switch inputs forthe interface module 21 could just as easily be driven by the interfacemodule 23 as by the interface module 21, although this arrangement isnot preferred. Of course, it is not necessary that all of the inputs andoutputs on a given interface module 20 be utilized and, in fact, it islikely that some will remain unutilized.

One way of establishing a dedicated link between the I/O devices 40 and50 and the interface modules 20 is through the use of a simple hardwiredlink. Considering for example an input device which is a switch, oneterminal of the switch may be connected (e.g., by way of a harnessconnector) to an input terminal of the interface module 20 and the otherterminal of the switch may be tied high (bus voltage) or low (ground).Likewise, for an output device which is an LED, one terminal of the LEDmay be connected to an output terminal of the interface module 20 andthe other terminal of the LED may again be tied high or low. Otherdedicated links, such as RF links, could also be used.

To provide maximum operator feedback, the LEDs that are located with theswitches have three states, namely, off, on, and blinking. The off stateindicates that the switch is off and therefore that the devicecontrolled by the switch is off. Conversely, the on state indicates thatthe switch is on and that the device controlled by the switch is on. Theblinking state indicates that the control system 12 recognizes that aswitch is on, but that the device which the switch controls isnevertheless off for some other reason (e.g., due to the failure of aninterlock condition, or due to the operation of the load manager or loadsequencer). Notably, the blinking LED feedback is made possible by thefact that the LEDs are controlled by the control unit 14 and notdirectly by the switches themselves, since the switches themselves donot necessarily know the output state of the devices they control.

A specific example will now be given of a preferred interconnection ofthe interface modules 21, 22, and 23 with a plurality of I/O devices 40and 50. Many or all of the I/O devices 40 and 50 could be the same asthose that have previously been used on fire trucks. Additionally, itshould be noted that the example given below is just one example, andthat a virtually unlimited number of configurations are possible. Thisis especially true since fire trucks tend to be sold one or two at atime and therefore each fire truck that is sold tends to be unique atleast in some respects.

In FIG. 2, the interface module 21 receives inputs from switches 41 athat control the emergency lighting system of the fire truck. Aspreviously noted, the emergency lighting system includes the flashingemergency lights (usually red and white) that are commonly associatedwith fire trucks and that are used to alert other motorists to thepresence of the fire truck on the roadway or at the scene of a fire. Oneof the switches 41 a may be an emergency master on/off (E-master) switchused to initiate load sequencing, as described in greater detail below.The interface module 21 may also be connected, for example, to switches41 b that control the emergency siren and horn. The interface module 21is also connected to LEDs 51 a that are integrally located in theswitches 41 a and 41 b and that provide operator feedback regarding thepositions of the switches 41 a and 41 b, as previously described.

The interface module 22 receives inputs from switches 42 a that controllighting around the perimeter of the fire truck 10, switches 42 b thatcontrol scene lighting, and switches 42 c that control lighting whichaids the operators in viewing gauges and other settings at the pumppanel. The interface module 22 is also connected to LEDs 52 a that areintegrally located in the switches 42 a, 42 b and 42 c and that provideoperator feedback regarding the positions of the switches 42 a, 42 b and42 c.

The interface module 23 receives inputs from switches 43 a that controlheating and air conditioning, and switches 43 b that controlsmiscellaneous other electrical devices. The interface module 23 isconnected to LED indicators, some of which may be integrally locatedwith the switches 43 a and 43 b and others of which may simply be an LEDindicator that is mounted on the dashboard or elsewhere in the cab ofthe fire truck 10.

Continuing to refer to FIG. 2, the vehicle interface modules 30 and theinterconnection of the interface modules 20 with various I/O deviceswill now be described in greater detail. As previously mentioned, theinterface modules 30 are distinguishable from the interface modules 20mainly in that the interface modules 30 are capable of handling bothanalog and digital inputs and outputs, and in that they are capable ofproviding more output power to drive output devices such asdigitally-driven gauges, solenoids, and so on. The interface modules 30preferably have between fifteen and twenty-five each inputs and outputsand, more preferably, have twenty inputs (including six digital inputs,two frequency counter inputs, and six analog inputs) and twenty outputs(including six outputs that are configurable as analog outputs).

Like the interface modules 20, the interface modules 30 aremicroprocessor-based and include a microprocessor that executes aprogram to enable communication over the communication network 60. Thesame or a different microprocessor of the interface modules 30 may alsobe used to process input signals received from the input devices 40 andto process output signals transmitted to the output devices 50.

For the interface modules 30, this processing includes not only debouncefiltering, in the case of switch inputs, but also a variety of othertypes of processing. For example, for analog inputs, this processingincludes any processing that is required to interpret the inputs fromanalog-to-digital (A/D) converters, including converting units. Forfrequency inputs, this processing includes any processing that isrequired to interpret inputs from frequency-to-digital converters,including converting units. This processing also includes other simplefiltering operations. For example, in connection with one analog input,this processing may include notifying the central control unit 14 of thestatus of an input device only every second or so. In connection withanother analog input, this processing may include advising the centralcontrol unit 14 only when the status of the input device changes by apredetermined amount. For analog output devices, this processingincludes any processing that is required to interpret the outputs fordigital-to-analog (D/A) converters, including converting units. Fordigital output devices that blink or flash, this processing includesimplementing the blinking or flashing (i.e., turning the output deviceon and off at a predetermined frequency) based on an instruction fromthe central control unit 14 that the output device should blink orflash. In general, the processing by the interface modules 30 reducesthe amount of information which must be communicated over thecommunication link, and also reduces the amount of time that the centralcontrol unit 14 must spend processing minor changes in analog inputstatus.

Preferably, the configuration information required to implement the I/Oprocessing that has just been described is downloaded from the centralcontrol unit 14 to each interface module 30 (and each interface module20) at power-up. Additionally, the harness connector that connects toeach of the interface modules 20 and 30 are preferably electronicallykeyed, such that being connected to a particular harness connectorprovides the interface modules 20 and 30 with a unique identificationcode (for example, by tying various connector pins high and low toimplement a binary code). The advantage of this approach is that theinterface modules 20 and 30 become interchangeable devices that arecustomized only at power-up. As a result, if one of the interfacemodules 30 malfunctions, for example, a new interface module 30 can beplugged into the control system 12, customized automatically at power-up(without user involvement), and the control system 12 then becomes fullyoperational. This enhances the maintainability of the control system 12.

A specific example will now be given of a preferred interconnection ofthe interface modules 31, 32, and 33 with a plurality of I/O devices 40and 50. This example continues the example that was started inconnection with the interface modules 21, 22, and 23. Again, it shouldbe noted that the configuration described herein is just one example.

The interface modules 31, 32, 33, 34 and 35 all receive inputs fromadditional switches and sensors 44 a, 45 a, 46 a, 47 a and 48 a. Theswitches may be additional switches that are located in the cab of thefire truck or elsewhere throughout the vehicle, depending on thelocation of the interface module. The sensors may be selected ones of avariety of sensors that are located throughout the fire truck. Thesensors may be used to sense the mechanical status of devices on thefire truck, for example, whether particular devices are engaged ordisengaged, whether particular devices are deployed, whether particulardoors on the fire truck are open or closed, and so on. The sensors mayalso be used to sense fluid levels such as fuel level, transmissionfluid level, coolant level, foam pressure, oil level, and so on.

In addition to the switches and sensors 44 a, the interface module 31 isalso connected to a portion 54 a of the emergency lighting system. Theemergency lighting system includes emergency lights (usually red andwhite) at the front, side and rear of the fire truck 10. The emergencylights may, for example, be in accordance with the guidelines providedby the National Fire Protection Association. Because the interfacemodule 31 is located at the front of the fire truck, the interfacemodule 31 is connected to the red and white emergency lights at thefront of the fire truck.

The interface module 31 is also connected to gauges and indicators 54 bwhich are located on the dashboard of the fire truck 10. The gauges mayindicate fluid levels such as fuel level, transmission fluid level,coolant level, foam pressure, oil level and so on. The indicators mayinclude, for example, indicators that are used to display danger,warning and caution messages, warning lights, and indicators thatindicate the status of various mechanical and electrical systems on thefire truck. The interface module 31 may also be connected, for example,to an emergency sound system including an emergency siren and emergencyair horns 54 c, which are used in combination with the emergency lights54 a.

In addition to the switches and sensors 45 a, the interface module 32 isalso connected to perimeter lighting 55 a, scene lighting 55 b andutility lighting 55 c. The perimeter lighting 55 a illuminates theperimeter of the fire truck 10. The scene lighting 55 b includes brightflood lights and/or spot lights to illuminate the work area at a fire.The utility lighting 55 c includes lighting used to light operatorpanels, compartments and so on of the fire truck 10.

In addition to the switches and sensors 46 a, the interface module 33 isalso connected to PTO sensors 46 b. The PTO sensors 46 b monitor thestatus of a power take-off mechanism 97 (see FIG. 1), which divertsmechanical power from the engine/transmission from the wheels to othermechanical subsystems, such as the pump system, an aerial system and soon. The interface module 33 is also connected to a portion 56 a of theFMVSS (Federal Motor Vehicle Safety Standard) lighting. The FMVSSlighting system includes the usual types of lighting systems that arecommonly found on most types of vehicles, for example, head lights, taillights, brake lights, directional lights (including left and rightdirectionals), hazard lights, and so on. The interface module 33 is alsoconnected to the heating and air conditioning 56 b.

In addition to the switches and sensors 47 a, the interface module 34,which is disposed near the pump panel, is connected to pump panelswitches and sensors 47 a, pump panel gauges and indicators 57 a, pumppanel lighting 57 b, and perimeter lighting 57 c. The pump system may bemanually controlled or may be automatically controlled through the useof electronically controlled valves. In either case, the various fluidpressures are measured by sensors and displayed on the gauges andindicators 57 a.

Finally, in addition to the switches and sensors 48 a, the interfacemodule 35 is also connected to emergency lighting 58 a, scene lighting58 b, FMVSS lighting 58 c, and the utility lighting 58 d. These lightingsystems have been described above.

The interface modules 20 and the interface modules 30 are connected tothe central control unit 14 by the communication network 60. Thecommunication network may be implemented using a network protocol, forexample, which is in compliance with the Society of Automotive Engineers(SAE) J1708/1587 and/or J1939 standards. The particular network protocolthat is utilized is not critical, although all of the devices on thenetwork should be able to communicate effectively and reliably.

The transmission medium may be implemented using copper or fiber opticcable. Fiber optic cable is particularly advantageous in connection withfire trucks because fiber optic cable is substantially immune toelectromagnetic interference, for example, from communication antennaeon mobile news vehicles, which are common at the scenes of fires.Additionally, fiber optic cable is advantageous because it reduces RFemissions and the possibility of short circuits as compared tocopper-based networks. Finally, fiber optic cable is advantageousbecause it reduces the possibility of electrocution as compared tocopper in the event that the cable accidentally comes into contact withpower lines at the scene of a fire.

Also connected to the communication network 60 are a plurality ofdisplays 81 and 82. The displays 81 and 82 permit any of the datacollected by the central control unit 14 to be displayed to thefirefighters in real time. In practice, the data displayed by thedisplays 81 and 82 may be displayed in the form of text messages and maybe organized into screens of data (given that there is too much data todisplay at one time) and the displays 81 and 82 may include membranepushbuttons that allow the firefighters to scroll through, page through,or otherwise view the screens of data that are available. Additionally,although the displays 81 and 82 are both capable of displaying any ofthe information collected by the central control unit 14, in practice,the displays 81 and 82 are likely to be used only to display selectedcategories of information. For example, assuming the display 81 islocated in the cab and the display 82 is located at the pump panel, thedisplay 81 is likely to be used to display information that pertains todevices which are controlled from within the cab, whereas the display 82is likely to be used to display information pertaining to the operationof the pump panel. Advantageously, the displays 81 and 82 givefirefighters instant access to fire truck information at a singlelocation, which facilitates both normal operations of the fire truck aswell as troubleshooting if problems arise.

Also shown in FIG. 2 is a personal computer 85 which is connected to thecontrol unit 14 by way of a communication link 86, which may be a modemlink, an RS-232 link, an Internet link, and so on. The personal computer85 allows diagnostic software to be utilized for remote or localtroubleshooting of the control system 12, for example, through directexamination of inputs, direct control of outputs, and viewing andcontrolling internal states, including interlock states. Because all I/Ostatus information is stored in the central control unit 14, thisinformation can be easily accessed and manipulated by the personalcomputer 85. If a problem is encountered, the personal computer can beused to determine whether the central control unit 14 considers all ofthe interface modules 20 and 30 to be “on-line” and, if not, theoperator can check for bad connections and so on. If a particular outputdevice is not working properly, the personal computer 85 can be used totrace the I/O status information from the switch or other input devicethrough to the malfunctioning output device. For example, the personalcomputer 85 can be used to determine whether the switch state is beingread properly, whether all interlock conditions are met, and so on.

The personal computer 85 also allows new firmware to be downloaded tothe control unit 14 remotely (e.g., from a different city or state orother remote location by way of the Internet or a telephone link) by wayof the communication link 86. The firmware can be firmware for thecontrol unit 14, or it can be firmware for the interface modules 20 and30 that is downloaded to the control unit 14 and then transmitted to theinterface modules 20 and 30 by way of the communication network 60.

Finally, referring back to FIG. 1, several additional systems are shownwhich will now be briefly described before proceeding to a discussion ofthe operation of the control system 12. In particular, FIG. 1 shows anengine system including an engine 92 and an engine control system 91, atransmission system including a transmission 93 and a transmissioncontrol system 94, and an anti-lock brake system including an anti-lockbrake control system 95 and anti-lock brakes 96. The transmission 93 ismechanically coupled to the engine 92, and is itself furthermechanically coupled to a PTO system 97. The PTO system 97 allowsmechanical power from the engine to be diverted to water pumps, aerialdrive mechanisms, stabilizer drive mechanisms, and so on. Incombination, the engine system, the transmission system and the PTOsystem form the power train of the fire truck 10.

The control systems 92, 94 and 95 may be connected to the centralcontrol unit 14 using the same or a different communication network thanis used by the interface modules 30 and 40. In practice, the controlsystems 92, 94 and 95 are likely to be purchased as off-the-shelfsystems, since most fire truck manufacturers purchase rather thanmanufacture engine systems, transmission systems and anti-lock brakesystems. As a result, it is likely that the control systems 92, 94 and95 will use a variety of different communication protocols and thereforethat at least one additional communication network will be required.

By connecting the systems 92, 94 and 95 to the central control unit 14,an array of additional input status information becomes available to thecontrol system 12. For example, for the engine, this allows the centralcontrol unit 14 to obtain I/O status information pertaining to enginespeed, engine hours, oil temperature, oil pressure, oil level, coolantlevel, fuel level, and so on. For the transmission, this allows thecentral control unit 14 to obtain, for example, information pertainingtransmission temperature, transmission fluid level and/or transmissionstate (1st gear, 2nd gear, and so on). Assuming that an off-the-shelfengine or transmission system is used, the information that is availabledepends on the manufacturer of the system and the information that theyhave chosen to make available.

Connecting the systems 92, 94 and 95 to the central control unit 14 isadvantageous because it allows information from these subsystems to bedisplayed to firefighters using the displays 81 and 82. This also allowsthe central control unit 14 to implement various interlock conditions asa function of the state of the transmission, engine or brake systems.For example, in order to turn on the pump system (which is mechanicallydriven by the engine and the transmission), an interlock condition maybe implemented that requires that the transmission be in neutral or 4thlockup (i.e., fourth gear with the torque converter locked up), so thatthe pump can only be engaged when the wheels are disengaged from thepower train. The status information from these systems can therefore betreated in the same manner as I/O status information from any otherdiscrete I/O device on the fire truck 10. It may also be desirable toprovide the central control unit 14 with a limited degree of controlover the engine and transmission systems, for example, enabling thecentral control unit 14 to issue throttle command requests to the enginecontrol system 91. This allows the central control unit to control thespeed of the engine and therefore the voltage developed across thealternator that forms part of the power source 100.

2. Manner of Operation of Preferred Fire Truck Control System

The operation of the control system 12 will now be described in greaterdetail, including the manner in which interlock control, loadmanagement, and load sequencing are implemented by the control system12.

a. Operation Overview and Interlock Control

Referring now to FIGS. 3-5, a first example of the operation of thecontrol system 12 is given. FIG. 3 is a block diagram of the controlsystem 12, which has been simplified to the extent that some of thestructure shown in FIGS. 1-2 is not shown in FIG. 3. Additionally, FIG.3 shows in greater detail a switch 341 (which is one of the switches 41a in FIG. 2), rear scene lights 351 (which are part of the rear scenelighting 58 b in FIG. 2), and an LED indicator 352 (which is one of theswitch LED feedback indicators 51 a in FIG. 2). The rear scene lights351 are considered a single output device since they are both connectedto one output of the interface module 35, even though there are in facttwo lights. Finally, the central control unit 14 is also shown toinclude an interlock system 316, which is implemented in the controlprogram 16 executed by the microprocessor 15.

FIG. 4 is a flowchart showing the operation of the control system 12 toactivate the rear scene lights 351 in response to an input signalreceived from the switch 341. One of the advantages of the controlsystem 12 is that input signals from the input devices 40 are processedby the control unit 14 and do not directly control the output devices50. Switches represent user input commands but do not close theelectrical circuit between the power source 100 and the output devicecontrolled by the switch. As will be described below, this simplifiescontrol system wiring and makes possible more flexible control of outputdevices.

In order to highlight this aspect of the control system 12, it will beassumed that the switch 341 is a soft toggle switch. Thus, the switch341 is physically a momentary switch, i.e., a switch that closes whenpressed but, when pressure is removed, automatically returns to an openposition. The control system 12 makes the switch 341 emulate a latchedswitch, i.e., a switch that remains closed when pressed and returns toan open position only when pressed again.

First, in step 401, the switch 341 transmits an input signal to theinterface module 21. The input signal is transmitted to the interfacemodule 21 as a result of a change in the status of the switch, forexample, when an operator presses the switch. The input signal from theswitch 341 is transmitted to the interface module 21 by way of ahardwired communication link 101 which may, for example, comprise a wirethat connects a terminal of the switch 341 to an input terminal of theinterface module 21 (with the other terminal of the switch 341 beingtied high or low). Other types of dedicated links may also be used.

At step 402, the interface module 21 processes the input signal. For theswitch 341, the interface module performs debounce filtering, forexample, by waiting until the mechanical position of the switchstabilizes (e.g., fifty milliseconds) before the transmitting the inputsignal to the control unit 14.

At step 403, the interface module 21 transmits the input signal in theform of a network message to the control unit 14 (“ECU” in FIG. 4). Thenetwork message is sent by way of the communication network 60 and, inparticular, by way of a network communication link 61 that links theinterface module 21 to the control unit 14.

At step 404, the control unit 14 processes the input signal. Aspreviously noted, the switch 341 is physically a momentary switch (i.e.,a switch that closes when pressed but, when pressure is removed,automatically returns to an open position) but is made to emulate alatched switch (i.e., a switch that remains closed when pressed andreturns to an open position only when pressed again). Accordingly, toprocess the input signal, the control unit 14 first determines that theswitch 341 has experienced an off→on transition (i.e., because theswitch 341 was previously off but is now on), and then determines thatthe present state of the rear scene lights 351 are off. Accordingly, atstep 405, the control unit 14 generates a first control signal to turnon the rear scene lights 351, as well as a second control signal to turnon LED indicator 352.

At step 406, the control unit 14 transmits the first control signal inthe form of a second network message to the interface module 35. Thenetwork message is sent by way of the communication network 60 and, inparticular, by way of a network communication link 65 that links thecentral control unit 14 to the interface module 35. In practice, thenetwork communication link 65 may utilize some or all of the samephysical media utilized by the network communication link 61, dependingon the network architecture that is utilized. In the illustratedembodiment a bus architecture is utilized, but it should be understoodof course that other types of network architectures (such as ring orstar architectures) may also be utilized.

At step 407, the interface module 35 transmits the first control signalto the rear scene lights 351. The control signal is transmitted in theform of a power control signal on a hardwired communication link 105.The hardwired communication link 105 may, for example, comprise a wirethat connects a terminal of the switch 341 to an input terminal of theinterface module 21. The power control signal from the interface module35 has two states, namely, an “on” state in which power is provided tothe lighting system 351 and an “off” in which power is not provided tothe lighting system 351.

At step 408, the control unit 14 transmits the second control signal tothe interface module 21 by way of the network communication link 61 inthe form of a third network message. At step 409, the interface module21 transmits the second control signal to the LED indicator 352 in theform of a power control signal on a hardwired communication link 102. Aspreviously noted, the LED indicator 352 is located integrally with theswitch 341 (e.g., at the tip of the lever of the switch 341, in a mannersuch that the LED is clearly associated with the switch 341). Therefore,when the second control signal is transmitted to the LED indicator 352,thereby turning on the LED indicator 352, the LED indicator providesfeedback to the operator regarding the status of the rear scene lights351. In the present situation, the on state of the LED indicator 352indicates that the rear scene lights 351 are on.

When the switch 341 is released, another input signal (not shown) issent to the interface module 21 which indicates that the input state ofthe switch has changed from on to off. The control unit 14 recognizesthe on→off transition, but ignores the transition pursuant to making theswitch 341 emulate a latched switch.

It may be noted therefore that the switch 341 does not complete theelectrical power circuit for the rear scene lights 351. When the switch341 is released, the switch 341 opens but this change does not cause anychange in the output status of the scene lights 351. The opportunity forthe central control unit 14 to process the input signal from the switch341 (as well as other input devices) makes the control system 12 moreflexible and robust while at the same time reducing wiring and thereforereducing the number of failure points.

For example, a feature that is easily implemented in the control system12 is two-way or, more generally, N-way switching. To implement N-wayswitching, it is only necessary to define N switches as inputs thatcontrol a given lighting system, and to program the control unit 14 totoggle the state of the lighting system every time the latched state ofone of the N switches changes. A complicated and wiring-intensive N-wayswitching circuit is not required because the control logic required toimplement N-way switching is not hardwired but rather is programmed intothe control unit 14. Another feature that is easily implemented isprogressive switching, in which the control unit 14 responds differentlyeach time a given switch is pressed.

In addition to the advantages that are achieved due to the processing ofthe inputs, additional advantages are achieved in connection withprocessing the outputs. Thus, another advantage of the control system 12is that the outputs are capable of multiple modes of operation, withoutany additional hardware, depending on the mode of operation of thevehicle. Thus, the same output device can have a digital mode ofoperation, an analog mode of operation, and a flashing mode ofoperation. For example, the same set of lights can be made to operate ashigh beam headlights at night (digital), as day-time running lightsduring the day (analog), and as flashing white lights in an emergencysituation. (This is especially true if analog outputs are implementedusing pulse width modulation to emulate a true analog-type output.)Because specialized hardware for each mode of operation is not required,it is much easier to provide any given output device with the ability tooperate in different modes.

Another advantage with respect to the processing of outputs is that thecentral control unit 14 has the ability to synchronize or desynchronizedifferent output devices. For example, in connection with the flashingemergency lights, it is possible to more precisely control the emergencylights and to have different lights flashing with exactly the samefrequency but at a different phase. This prevents multiple sets oflights from undesirably turning on at the same time. For fire truckswith circuit breakers, this situation is undesirable because it cancause the current draw of the multiple sets of lights to trip a circuitbreaker, thereby rendering the flashing emergency lights inoperativealtogether.

Referring now to FIG. 5, the operation of the control system 12 todisengage the rear scene lights 351 in response to a changed interlockcondition is illustrated. Federal Motor Vehicle Safety Standard (FMVSS)regulations prohibit the use of white lights on the back of a vehiclewhen the vehicle is moving forward. This regulation prevents otherdrivers from confusing the vehicle with oncoming traffic. Therefore, ifa fire truck at the scene of a fire has white rear scene lights turnedon and a firefighter decides to move the fire truck, the firefightermust first remember to turn off the white rear scene lights. FIG. 5illustrates the operation of the control system to implement aninterlock system 316 that eliminates the need for the firefighter tohave to remember to turn off the rear scene lights in this situation.

To implement this type of control, a sensor 342 that monitors the statusof the parking brake is utilized. The control rules governing theinterlock condition for this example are then as follows. The rear scenelights 351 should disengage when the parking brake is disengaged.However, the rear scene lights are allowed to be on when the parkingbrake is off. Therefore, the rear scene lights are turned off only whenthere is an on→off transition of the parking brake and, otherwise, therear scene lights are allowed to be on.

Accordingly, by way of example, the parking brake is turned off at step501. At step 502, the parking brake sensor 342 transmits an input signalto the interface module 31. At step 503, the interface module 31processes the input signal. For example, the interface module 31performs debounce filtering to require stabilization of the mechanicalstate of the sensor before a state change is recognized.

At step 504, the interface module 31 transmits the input signal in theform of a network to the control unit 14 by way of a networkcommunication link 67. At step 505, the control unit 14 processes theinput signal. For example, the control unit 14 determines that the rearscene lights 351 are on, and that there has been an on→off transition inthe state of the parking brake sensor 342. Accordingly, at step 506, thecontrol unit 14 generates a first control signal to turn off the rearscene lights 351 and a second control signal to cause the LED indicator352 to blink.

At step 507, the control unit 14 transmits the first control signal inthe form of a network message to the interface module 35. In turn, atstep 508, the interface module 35 transmits the control signal to therear scene light lights 351, thereby causing the rear scene lights toturn off.

At step 509, the control unit 14 transmits the second control signal inthe form of a network message to the interface module 21. In turn, atstep 510, the interface module 35 transmits the control signal to theLED indicator 352, thereby causing the LED indicator 352 to blink. Theblinking state of the LED indicator 352 indicates to the operator thatthe control unit 14 considers the switch 341 to be on, but that the rearscene lights 351 are nevertheless off because some other condition onthe fire truck is not met. In this case, the rear scene lights 351 areoff due to the on→off transition in the state of the parking brake. Inthis way, operator feedback is maximized.

The flowchart of FIG. 4, at step 510, shows the use of a single controlsignal to cause the LED indicator 352 to blink. In practice, theblinking of the LED indicator 352 may be achieved in a variety of ways.For example, if a simple hardwired connection between the interfacemodule 21 and the LED indicator 352 is utilized, the interface module 21may periodically provide periodic on and off control signals to the LEDindicator 352 by periodically applying power to the output terminal thatis connected to the LED indicator 352. Alternatively, if a blinkermodule is utilized, the interface module may provide a single controlsignal to the blinker module, which then controls blinking of the LEDindicator 352.

If the operator then pushes and releases the switch 341 a second timewhile the parking brake is off, the process in FIG. 4 is repeated andthe rear scene lights 351 turn on. In this case, the rear scene lights351 turn on even though the parking brake is off, because the controlsystem 12 only prevents the rear scene lights from being on when theparking brake is first released. If the operator pushes and releases theswitch 341 a third time, the control system 12 turns off the rear scenelights 351.

b. Load Management

Referring now to FIGS. 6-8, a second example of the operation of thecontrol system 12 is given. FIG. 6 is another block diagram of thecontrol system 12, which has been simplified to the extent that some ofthe structure shown in FIGS. 1-2 is not shown in FIG. 6. Additionally,FIG. 6 shows a plurality of output devices 651, 652, 653 and 654 thathave load management priority levels equal to one, two, three and four,respectively. The output devices 651, 652, 653 and 654 are exemplaryones of the output devices 50 of FIGS. 1-2. Finally, the central controlunit 14 is shown to include a load manager 616, which is implemented inthe control program 16 executed by the microprocessor 15.

Because the output devices 651, 652, 653 and 654 are assigned fourdifferent load management priority levels, the load manager 616 isreferred to as a four level load manager. As will become apparent,implementing a load manager with additional priority levels can beachieved simply by defining additional priority levels. Indeed, it iseven possible for the load manager 616 to have the same number of levelsas there are output devices, by assigning every output device adifferent priority level and by shedding the output devices one by oneas the battery voltage drops.

FIG. 7 is a flowchart showing the operation of the load manager 616. Inparticular, the flowchart of FIG. 7 describes the operation of the loadmanager 616 to turn off output devices in layers when the system voltagedecreases. It may be noted that a similar approach may be used when thesystem voltage increases, in which case devices that are sensitive toover voltage conditions may be turned off in layers as the systemvoltage increases.

At step 701, the load manager initializes tracking variables and setsthe active priority equal to zero. The active priority is the prioritylevel that is currently shed. (In the described embodiment, theparameter N is typically equal to the active priority minus one.However, the parameter N could also simply be equal to the activepriority.) Therefore, assuming that none of the output devices 651, 652,653, 654 are shed, then the active priority level is equal to zero. Theactive priority increases as shedding occurs.

At step 702, the control unit 14 determines whether the battery voltagehas decreased to the priority N load shed voltage. Initially, thetracking variable N is equal to one and so, initially, the control unit14 is determining in step 702 whether the battery voltage has decreasedenough for the first layer of shedding to occur. If the battery voltagehas not decreased, then the control unit 14 continues to monitor thebattery voltage until the priority 1 load shed voltage is reached.

At step 703, when the battery voltage has decreased to the priority 1load shed voltage, then the control unit 14 starts a load shed timer.The purpose of the load shed timer is to ensure that a temporaryreduction in the battery voltage (for example, caused by engagement ofan output device that draws a significant amount of current) is notmisinterpreted as the battery running out of power, so that the controlunit 14 does not unnecessarily start shedding output devices.

The control unit 14 continues to monitor the battery voltage at step 704until the load shed timer elapses at step 705. During this time, thecontrol unit 14 continues to monitor whether the battery voltage isequal to or less than the priority 1 load shed voltage. If the batteryreturns above the load shed voltage, then that indicates only atemporary voltage reduction has occurred and therefore the processreturns to step 702 after the active priority is set equal to N−1 atstep 706. In this case, since N is equal to one, the active priorityremains equal to zero, in other words, no output devices are shed.

If the battery voltage is still equal to or less than the priority 1load shed voltage when the load shed timer elapses at step 705, then theprocess proceeds to step 707. At step 707, the control unit 14determines whether any of the priority 1 output devices are active. Ifnone of the priority 1 output devices 651 are active, then N isincremented by one, and the process proceeds to step 702. At step 702,the control unit 14 determines whether the battery voltage has decreasedto the priority 2 load shed voltage. Thus, because the battery voltageis low, but there were no priority 1 output devices 651 to shed at step707, the control unit determines whether it is appropriate to startshedding priority 2 output devices 652. The control unit 14 repeats theprocess and continues to search for a level of devices to shed untileither the battery voltage is not low enough to justify shedding thenext layer of devices (in which case the process proceeds to step 706,where the active priority is set equal to the highest level at which thebattery voltage is low enough to cause shedding, if there were outputdevices to shed, and then the process returns to step 702) or until step707 is answered affirmatively (in which case the process proceeds tostep 709, where the active priority is set equal to the priority levelat which output devices are available for shedding, and then the processproceeds to step 710).

At step 710, these output devices are shed, the variable N isincremented, and the process proceeds to step 702 where the control unit14 determines whether the battery voltage is less than the load shedvoltage of the next priority level. The process then repeats until thebattery voltage is greater than the load shed voltage of the nextpriority level.

When the active priority level becomes non-zero, the control unit 14denies all requests for engagement of devices that have a priority levelwhich is equal to or less than the active priority level. Thus, alldevices that have a priority level which is equal to or less than theactive priority level remain off, at least until the battery voltageincreases and it becomes appropriate to restore some output devices, asdescribed below in connection with FIG. 8.

As previously described, some output devices are controlled by switchesthat are integrally fabricated with an LED indicator. For such outputdevices, the control unit 14 causes the appropriate LED indicator tostart blinking, thereby advising the operator that the switch isrecognized by the control unit 14 as being turned on, but that theassociated output device is nevertheless disengaged because it is beingload managed. The process of making indicator LEDs blink was describedpreviously in connection with FIG. 4.

Referring now to FIG. 8, a process for restoring power to output devicesis illustrated. The battery is connected to the alternator and, ifloading is reduced enough, the battery will begin to regain voltage.Therefore, it may become appropriate to restore power to at least someoutput devices. The process shown in FIG. 8 for restoring power isessentially the opposite of the process shown in FIG. 7. The process ofFIG. 8 may be performed in time alternating fashion with respect to theprocess of FIG. 7.

In particular, at step 801, it is determined whether the battery voltagehas increased to the priority N load restore voltage. For example, ifthe active priority is currently set equal to three, then step 801determines whether the battery voltage is greater than or equal to thepriority 3 load restore voltage. The priority 3 load restore voltage ispreferably larger than the priority 3 load shed voltage in order toimplement a hysteresis effect that avoids output devices from flickeringon and off.

At step 802, when the battery voltage has increased to the priority 3load restore voltage, then the control unit 14 starts a load restoretimer. The purpose of the load restore timer is to ensure that atemporary voltage surge is not misinterpreted as the battery regainingpower, so that the control unit 14 does not inappropriately startrestoring output devices.

The control unit continues to monitor the battery voltage at step 803until the load restore timer elapses at step 804. During this time, thecontrol unit 14 continues to monitor whether the battery voltage isstill equal to or greater than the priority 3 load shed voltage. If thebattery returns below the load restore voltage, then that indicates onlya temporary voltage surge and therefore the process returns to step 801after the active priority is set equal to N−1 at step 805. In this case,since N is equal to four (N is always one greater than the activepriority in the described embodiment), the active priority remains equalto three, in other words, no output devices are restored.

If the battery voltage is still equal to or greater than the priority 3load restore voltage at step 804, then the process proceeds to step 806.At step 806, the control unit 14 determines whether any of the priority3 output devices 653 are inactive. If none of the priority 3 outputdevices are inactive, then N is decremented by one, and the processproceeds to step 801. At step 801, the control unit 14 determineswhether the battery voltage has increased to the priority 2 load restorevoltage. Thus, because the battery voltage has increased, but there wereno priority 3 output devices 653 to restore at step 806, the controlunit determines whether it is appropriate to start restoring priority 2output devices 652. The control unit 14 continues to search for a levelof devices to restore until either the battery voltage is not highenough to justify restoring the next layer of devices (in which case theprocess proceeds to step 805, where the active priority is set equal tothe highest level at which the battery voltage is high enough to permitrestoring, if there were output devices to restore, and then the processreturns to step 801) or until step 806 is answered affirmatively (inwhich case process proceeds to step 808, where the active priority isset equal to the priority level at which output devices are availablefor restoring, and then the process proceeds to step 809).

At step 809, these output devices are restored, the variable N isdecremented, and the process proceeds to step 702 where the control unit14 determines whether the battery voltage is greater than the loadrestore voltage of the next priority level. The process then continuesuntil the battery voltage is less than the load restore voltage of thenext priority level, or until all devices have been restored. Once alevel of output devices has been restored, the control unit 14 startsaccepting requests to turn on output devices having the restoredpriority level.

The implementation of the load manager 616 in the control unit 14permits a high degree of flexibility to be obtained. For example, thepriority level of output devices can be changed without requiring anyhardware changes. For example, air conditioning might be given a higherpriority in summer, when air conditioning is more critical for coolingoff firefighters that have been inside a burning building, and less of apriority in winter when the outside temperature may be below freezing.

Further, the priority of the output devices can change dynamically as afunction of the operating mode of the fire truck. Thus, in FIG. 6, theoutput device 658 is illustrated as having a priority X. The variable Xmay be set equal to one value for most operating conditions. However,upon receiving a request for the output device 658, the central controlunit can review the I/O state of the fire truck and, if predeterminedI/O conditions are met, give the output device 658 a higher loadmanagement priority level, thereby allowing the output device 658 toturn on. Because the load management priority level is asoftware-assigned value, and is not hardwired by relay logic, it ispossible to change the load management priority level of output devicesdynamically while the fire truck is operating at the scene of a fire.

An additional advantage of the control system 12 is that it is moreflexible and allows a higher level of load management granularity to beachieved. With the control system 12, it is possible to shed individualoutput devices instead of just groups of devices. For example, it ispossible to shed individual lights within a lighting system withoutturning off the whole lighting system.

Another advantage of the control system 12 is that it can be given theability to predict operational requirements of the fire truck, such thatpotential operational difficulties can be avoided. For example, with theload manager 616, the battery current draw may be monitored and very lowpriority loads may be preemptively shed in order to slow down or preventthe loss of battery power.

Another advantage of the control system 12 is that can be given theability to perform prognoses of various system conditions and use theinformation obtained to alleviate or prevent operational difficulties.For example, the load manager 616 can predict, based on a knowledge ofhow much battery current is being drawn, how long the battery will lastuntil it is necessary to start shedding output devices. Other examplesalso exist. For example, water flow from an on-board water supply can bemonitored and the amount of time remaining until water is depleted canbe displayed to an operator of the fire truck 10. This allowsfirefighters to know with greater accuracy how quickly they need to getthe fire truck connected to a fire hydrant before the water supply isdepleted. Similarly, for oxygen masks used in the basket of an aerial,oxygen flow can be monitored and the amount of time remaining untiloxygen is depleted can be displayed to an operator of the fire truck.Again, this allows firefighters to know with greater accuracy howquickly the oxygen supply should be replenished. Althoughconventionally, fire trucks have level indicators that indicate theamount of water or oxygen remaining, firefighters are generally moreconcerned about the amount of time remaining rather than the absolutequantity of water/oxygen remaining. This is especially true since thewater and oxygen flow rates can vary significantly during the operationof the fire truck.

c. Load Sequencing

Referring now to FIGS. 9, 10A, and 10B, a second example of theoperation of the control system 12 is given. FIG. 9 is another blockdiagram of the control system 12, which has been simplified to theextent that some of the structure shown in FIGS. 1-2 is not shown inFIG. 9. Additionally, FIG. 6 shows a plurality of switches 941-945, aplurality of emergency lighting subsystems 951-954, and a plurality ofLED indicators 955-959. The central control unit 14 includes a loadsequencer 916, which is implemented in the control program 16 executedby the microprocessor 15.

In FIGS. 9, 10A and 10B, the operation of the load sequencer isdescribed with respect to four emergency lighting subsystems 951-959. Itmay be noted that the load sequencer may be used in other situations tocontrol other output devices. For example, another load sequencer may beused when battery power is first applied, and another when the ignitionis first turned on.

The lighting subsystems 951-59 may each, for example, comprise oneemergency light or a set of emergency lights that are coupled to anoutput of one of the interface modules 30. Additionally, while only foursubsystems are shown, in practice the load sequencer may be used tocontrol additional emergency lighting subsystems.

The switches 941, 942, 943 and 944 respectively control the emergencylights 951, 952, 953 and 954. The remaining switch 945 is the E-masterswitch. For any given set of emergency lights, both the E-master switchand the respective switch 941-944 must be turned on. Initially, theprevious active on/off states of the switches 941-944, which have beenstored in non-volatile memory, are recalled. Then, when an emergencycall is received, an operator activates the E-master switch 945.

At step 1001, E-master switch 945 transmits an input signal to theinterface module 21. At step 1002, the interface module processes theinput signal. At step 1003, the interface module 21 transmits the inputsignal in the form of a network message to the central control unit 14.At step 1004, the central control unit processes input signal.

At step 1005, the control unit causes blinking of the LED indicators955-959 of the sequenced emergency lighting subsystems 951-954. Inparticular, the control unit transmits control signals (in the form ofnetwork messages) to the interface modules that are connected to the LEDindicators 955-959, which in turn transmit the control signals to theLED indicators 955-959 themselves, in the manner previously described.The operation of the indicators 955-959 is the same as has previouslybeen described, namely, the LED indicators 955-959 blink when theswitches 941-944 are turned on but the lighting subsystems 951-954 arenot turned on. As the subsystems 951-954 turn on one by one, so too dothe LED indicators 955-959. Accordingly, because the operation of theLED indicators 955-959 indicators is the same as has been describedelsewhere, the operation of the LED indicators 955-959 will not bedescribed further.

At step 1006, the central control unit generates first, second, third,fourth and fourth control signals. At step 1007, the central controlunit 14 transmits the first control signal in the form of a networkmessage to the interface module 35. At step 1008, the interface module35 transmits the first control signal in the form of a power signal tothe first emergency lighting subsystem 951.

The control unit 14 then transmits additional control signals atone-half second intervals. Thus, after a one-half second delay at step1009, the central control unit transmits the second control signal inthe form a network message to the interface module 31 at step 1010. Atstep 1011, the interface module 31 then sends the second control signalin the form of a power signal to the second emergency lighting subsystem952. After another one-half second delay at step 1012, the centralcontrol unit 14 transmits the third control signal in the form a networkmessage to the interface module 34 at step 1013. At step 1014, theinterface module 34 then sends the third control signal in the form of apower signal to the third emergency lighting subsystem 953. Finally,after another one-half second delay at step 1015, the central controlunit 14 transmits the third control signal in the form a network messageto the interface module 35 at step 1016. At step 1017, the interfacemodule 35 then sends the second control signal in the form of a powersignal to the fourth emergency lighting subsystem 954. As previouslyindicated in connection with step 510 of FIG. 5, there are a variety ofways in which the blinking/flashing of outputs can be achieved, usingeither only a single control signal or using a first control signalfollowed by multiple additional control signals.

Referring now to FIGS. 11A and 11B, another advantage of the controlsystem 12 is the flexibility of the load sequencer 916. Like the loadmanager 616, the load sequencer 916 can operate as a function of theoperating mode of the fire truck. Thus, in FIG. 11A, the load sequencer916 turns subsystems on in a first order (1st, 2nd, 3rd, 4th, 5th, 6th)in a first operating mode of the fire truck 10. In a different operatingmode of the fire truck, a somewhat different group of subsystems is loadsequenced and they are load sequenced in a different order (3rd, 1st,5th, 4th, 7th, 8th). The two different modes of operation can beactivated, for example by two different master on/off switches. In thecontext of emergency lighting systems, this arrangement is useful whereit is desirable to have the emergency lighting subsystems load sequencedifferently depending on whether the fire truck is traveling from thefire station to the fire or vice versa.

As another example of load sequencing performed as a function of theoperating mode of the truck, it may be noted that, because the controlunit 14 knows the on/off states of all of the output devices 50, loadsequencing can be performed taking into account the current on/off stateof the output devices that are load sequenced. For example, if someoutput devices are already turned on, then the load sequencer 916 canimmediately proceed to the next output device without wasting timeturning on a device that is already turned on. This advantageouslypermits load sequencing to be performed more quickly.

3. Aerial Control

Referring now to FIG. 12, a preferred embodiment of a fire truck 1210with an aerial 1211 having an aerial control system 1212 is illustrated.By way of overview, the control system 1212 comprises an aerial centralcontrol unit 1214, a plurality of microprocessor-based interface modules1220, 1230 and 1235, a plurality of input devices 1240, and a pluralityof output devices 1250. The central control unit 1214 and the interfacemodules 1220, 1230 and 1235 are connected to each other by acommunication network 1260.

The control system 1212 is similar in most respect to the control system12, with the primary difference being that the control system 1212 isused to control the output devices 1250 on the aerial 1211 based oninput status information from the input devices 1240, rather than tocontrol the output devices 50 on the chassis 11. The interface modules1220 and 1230 may be identical to the interface modules 20 and 30,respectively, and the central control unit 1214 may be identical to thecentral control unit 14 except that a different control program isrequired in connection with the aerial 1211. Accordingly, the discussionabove regarding the interconnection and operation of the interfacemodules 20 and 30 with the input devices 40 and output devices 50applies equally to the central control unit 1214, except to the extentthat the control system 1212 is associated with the aerial 1211 and notwith the chassis 11.

The aerial control system 1212 also includes the interface modules1225-1227, which are similar to the interface modules 20 and 30 exceptthat different I/O counts are utilized. In the preferred embodiment, theinterface modules 1225-1227 have twenty-eight switch inputs (two ofwhich are configurable as frequency inputs). As previously noted, ratherthan using several different types of interface modules, it may bedesirable to use only a single type of interface module in order toreduce inventory requirements. Additionally, the number of interfacemodules and the I/O counts are simply one example of a configurationthat may be utilized.

It is desirable to use a control system 1212 for the aerial 1211 whichis separate from the control system 12 in order to provide a clearseparation of function between systems associated with the aerial 1211and systems associated with the chassis 11. Additionally, as a practicalmatter, many fire trucks are sold without aerials and thereforeproviding a separate aerial control system enables a higher levelcommonality with respect to fire trucks that have aerials and firetrucks that do not have aerials.

A specific example will now be given of a preferred interconnection ofthe interface modules with a plurality of input devices 1240 and outputdevices 1250. The interface module 1221 receives inputs from switches1241 a which may include for example an aerial master switch thatactivates aerial electrical circuits, an aerial PTO switch thatactivates the transmission to provide rotational input power for thehydraulic pump, and a platform leveling switch that momentarilyactivates a platform (basket) level electrical circuit to level thebasket relative to the current ground grade condition. The LEDindicators 1251 provide visual feedback regarding the status of theinput switches 1241 a.

The interface modules 1225 and 1231 are located near a ground-levelcontrol station at a rear of the fire truck 10. The interface modules1225 and 1231 receive inputs from switches 1242 a and 1243 a thatinclude, for example, an auto level switch that activates a circuit tolevel the fire truck using the stabilizer jacks and an override switchthat overrides circuits for emergency operation. The interface modules1225 and 1231 may also receive inputs from an operator panel such as astabilizer control panel 1242 b, which includes switches that controlthe raising and lowering of front and rear stabilizer jacks, and theextending and retracting of front and rear stabilizer jacks. Thestabilizer is an outrigger system which is deployed to prevent the firetruck from becoming unstable due to the deployment of an aerial system(e.g., an eighty-five foot extendable ladder). The interface module 1231may drive outputs that are used to control deployment the stabilizer,which can be deployed anywhere between zero and five feet.

The interface modules 1226 and 1232 are located near a turn table 1218at the rear of the fire truck 10. The interface modules may receiveinputs from switches and sensors 1244 a and 1245 a, as well as switchesthat are part of an aerial control panel 1245 b and are used to controlthe extension/retraction, raising/lowering, and rotation of the aerial1211. The interface modules 1226 and 1232 drive outputs that control theextension/retraction, raising/lowering, and rotation of the aerial 1211,as well as LED indicators 1254 b that provide operator feedbackregarding the positions of switches and other I/O status information.The interface modules 1227 and 1233 are located in the basket of theaerial and provide duplicate control for the extension/retraction,raising/lowering, and rotation of the aerial.

Additional inputs and outputs 1251 b may be used to establish acommunication link between the control system 12 and the control system1212. In other words, the digital on/off outputs of one control systemcan be connected to the switch inputs of the other control system, andvice versa. This provides for a mechanism of transferring I/O statusinformation back and forth between the two control systems 12 and 1212.

The control system 1212 has complete motion control of the aerial 1211.To this end, the control program 1216 includes an envelope motioncontroller 1216 a, load motion controller 1216 b and interlockcontroller 1216 c. Envelope motion control refers to monitoring theposition of the aerial and preventing the aerial from colliding with theremainder of the fire truck 10, and otherwise preventing undesirableengagement of mechanical structures on the fire truck due to movement ofthe aerial. Envelope motion control is implemented based on the knowndimensions of the aerial 1211 and the known dimensions and position ofother fire truck structures relative to the aerial 1211 (e.g., theposition and size of the cab 17 relative to the aerial 1211) and theposition of the aerial 1211 (which is measured with feedback sensors1244 a and 1245 a). The control system 1212 then disallows inputs thatwould cause the undesirable engagement of the aerial 1211 with otherfire truck structures.

Load motion control refers to preventing the aerial from extending sofar that the fire truck tips over due to unbalanced loading. Load motioncontrol is implemented by using an appropriate sensor to measure thetorque placed on the cylinder that mechanically couples the aerial 1211to the remainder of the fire truck. Based on the torque and the knownweight of the fire truck, it is determined when the fire truck is closeto tipping, and warnings are provided to the operator by way of textmessages and LED indicators.

Interlock control refers to implementing interlocks for aerial systems.For example, an interlock may be provided that require the parking brakebe engaged before allowing the aerial to move, that require thestabilizers to be extended and set before moving the aerial 1211, thatrequire that the aerial PTO be engaged before attempting to move theaerial, and so on.

Advantageously, therefore, the control system makes the operation of theaerial much safer. For example, with respect to load motion control, thecontrol system 1212 automatically alerts firefighters if the extensionof the aerial is close to causing the fire truck to tip over. Factorssuch as the number and weight of people in the basket 1219, the amountand weight of equipment in the basket 1219, the extent to which thestabilizers are deployed, whether and to what extent water is flowingthrough aerial hoses, and so on, are taken into account automatically bythe torque sensors associated with the cylinder that mounts the aerialto the fire truck. This eliminates the need for a firefighter to have tomonitor these conditions manually, and makes it possible for the controlsystem 1212 to alert an aerial operator to unsafe conditions, and putsless reliance on the operator to make sure that the aerial is operatingunder safe conditions.

4. Scene Management

Referring now to FIG. 34, a firefighting system 110 in accordance withanother preferred aspect of the invention is shown. The system 110comprises a plurality of fire trucks 111-114, a central dispatch station116, and a wireless communication network 120 which connects the firetrucks 111-114 and the central dispatch station 116. Also shown is abuilding 117, which is assumed to be the scene of a fire, as well as apair of firefighters 118-119 who are assumed to be located inside thebuilding 117. Of course, although four fire trucks and two firefightersare shown, it is also possible to use the system 110 in conjunction withfewer or additional fire trucks and/or firefighters. Also, although inthe preferred embodiment the firefighting system 110 includes all of thedevices shown in FIG. 34, it is also possible to construct afirefighting system that only uses some of the devices shown in FIG. 34.

The fire trucks 111-114 are each constructed in generally the samemanner as the fire truck 10 previously described, and therefore eachhave a control system 12 or 1412 as previously described in connectionwith FIGS. 1-13. The fire trucks 111-114 each further include a digitalcamera 126, a speaker/microphone system 127, a display 128, resourcemonitoring sensors 130, hazardous material sensors 132, and windspeed/direction sensors 134. Although these features are described inconnection with the fire truck 111 in FIG. 34, it should be noted thatthe fire trucks 112-114 include these features as well.

Referring now also to FIG. 35, the fire truck 111 is shown in greaterdetail. The computer system 124 may be implemented using a singlecomputer, but is preferably implemented using a computer 125 incombination with one or more of the interface modules 30 previouslydescribed in connection with FIGS. 1-13. In this regard, it may be notedthat the sensors 130-134 are preferably specific ones of the sensors 44a, 45 a, 46 a, 47 a, and 48 a that are connected to the interfacemodules 31-35 as previously described. The sensors 130-134 are thereforeconnected to the interface module (or modules) 30 which in turn isconnected to the communication network 60. The computer 125 is alsoconnected to the communication network 60 along with the interfacemodules 20 and 30 and therefore is able to receive data from anywhere inthe control system 12. Assuming a single central control unit 14 is usedas described in connection with FIGS. 1-13, data is received by thecomputer 125 from the interface modules 20 and 30 by way of the centralcontrol unit 14. Alternatively, if a distributed control scheme is usedas described in connection with FIGS. 14-24, then data may be receiveddirectly from the interface modules 20 and 30.

The resource monitoring sensors 130 further include a water level sensor136, an oxygen level sensor 138, a fuel level sensor 140, and a foamagent sensor 142. The water level sensor 136 monitors the amount ofwater in an on-board storage tank (not shown) available to be pumped anddispensed on the fire in progress. The oxygen level sensor 138 monitorsthe amount of oxygen available for life support systems for firefightersin or near the scene of the fire. The fuel level sensor 140 monitors theamount of fuel available for the engine 92 of the fire truck 10. Thefoam agent sensor 142 monitors the amount of foam agent available to bedispensed on the fire in progress. Other sensors that monitor the levelsof other consumable resources may also be provided.

In addition to the resource monitoring sensors 130, the hazardousmaterial sensors 132 and the wind speed/direction sensors 134 are alsoprovided. The hazardous material sensors 132 include sensors thatmonitor the air for hazardous materials combusting or emitted from thefire. The wind speed/direction sensors 134 include one or more sensorsthat in combination measure wind speed and direction.

The computer 125 is connected to the communication network 60 along withthe interface modules 20 and 30 and itself serves as an additionalinterface module. The computer 125 is different than the interfacemodules 20 and 30 in that the computer 125 has enhanced graphicscapability to permit the computer 125 to interface with video I/Odevices, specifically, an input device in the form of the digital camera126 and an output device in the form of the display 128. The computer125 is capable of receiving streaming digital video information from thedigital camera 126 and using the digital information, as well asinformation from other sources, to drive the display 128. The digitalcamera 126 may be any device that is capable of generating digital videoinformation. Preferably, the digital camera 126 is a ruggedized webcamand is mounted at a location on the fire truck 111 that permits a clearview of the fire to be developed, for example, on the roof of the firetruck 111 or at the end of an aerial of the fire truck 111. The display128 is connected to the wireless communication network 120 by way of thecomputer 125 and receives digital video information from thecommunication network 120 by way of the computer 125. The display 128 ispreferably a ruggedized, flat panel touch screen SVGA display or better,allowing for the display of high resolution streaming video informationon-board the fire truck 111. The display 128 may be mounted in anoperator compartment or on the side of the fire truck 111, for example.The computer 125 is preferably also connected to a speaker/microphonesystem 127 which comprises a microphone and a speaker system that areconnected to the computer 125, e.g., by way of a sound card. Thespeaker/microphone system 127 is used to acquire and communicate voiceinformation over the communication network 120, as detailed below.

The computer 125 is connected to a wireless modem 143 which connects thecomputer 125 to the communication network 120. Preferably, thecommunication network 120 is implemented using the internet and thewireless modem 143 connects the computer 125 to a secure area of theworld wide web (“the web”). The wireless modem 143 is a cellulartelephone modem and connects the computer 125 to the internet by way ofa wireless telephone link to an internet service provider. The cellulartelephone service used in this regard services the geographic regionwhich includes the building 117 and preferably services the entiremunicipal region serviced by the fire trucks 111-114. In practice, itmay be desirable to use multiple cellular telephone modems operating inparallel at each vehicle to obtain additional bandwidth to permit thecomputer 125 to receive and display high resolution video informationfrom the other fire trucks 112-114 in real time. Alternatively, a highbandwidth internet connection could also be established by establishingrespective satellite links between the fire trucks 111-114 and aninternet-enabled based station. Other forms of high bandwidth wirelessnetworks may also be used, including network links that do not involvethe internet.

Finally, the computer 125 is connected to the global positioning system(GPS) receiver 135. The GPS receiver 135 provides the computer 125 withpinpoint coordinates regarding the location of the fire truck 111.

Referring back to FIG. 34, the central dispatch station 116 furtherincludes a central dispatch computer system 146 and a display 148. Thecentral dispatch station 116 coordinates deployment of fire trucksvehicles to fires. The central dispatch station 116 is connected to thecommunication network 120 and receives information from the fire trucks111-114 and the building 117 as described below. The display 148 isconnected to the communication network 120 by way of the dispatchcomputer system 146 and receives digital video information from thecommunication network 120 by way of the dispatch computer system 146.

The building 117 comprises a building monitoring system 150 whichfurther includes a building computer system 151 and a fire/smokedetection system 152. The building computer system 150 has storedtherein building map information 154 and data 156 describing the storagelocations of hazardous materials throughout the building 117. Thefire/smoke detection system 152 comprises a plurality of fire/smokedetection sensors 157 and 158 (see FIG. 36) distributed throughout thebuilding 117. Herein, a “fire/smoke detection sensor” is a sensor thatis capable of detecting fire and/or smoke.

The building map information 154 may simply comprise a digitized form ofthe architectural plans for the building 117. Preferably, however, thebuilding map information 154 is provided in a simplified format thatshows only the basic layout of the building 117. Preferably, thebuilding map information 154 also includes a plurality of GPS waypointswhich pinpoint fiducial locations in the building 117 to permitregistration of the building map information 154 with locationinformation acquired from other GPS devices. In particular, the GPScoordinates are preferably used to relate specific locations shown onthe building map to specific lateral/longitudinal coordinates, so thatimages of other objects having known GPS coordinates (such as the firetrucks 111-114 and the firefighters 118-119) superimposed on to thebuilding map information 154, as detailed below.

Rather being stored in the building computer system 151, the buildingmap information may alternatively be stored in the dispatch computersystem 146 and/or in the computer systems 124 and 160. In this regard,it may be noted that most municipalities require that building plans beon file with the municipality. Therefore, it may be preferable as apractical matter to ensure that appropriate electronic building plansare also in place for all buildings in a municipality before a fireoccurs. If necessary, simplified building maps may be generated basedupon paper copies of on-file building plans, especially since only themost basic building plan information is used in the system 110.

The hazardous material information 156 comprises information whichpertains to the types of hazardous materials located in the building 117and information which pertains to the locations of the various types ofhazardous materials in the building 117. Often, hazardous materials arestored in known production areas or in designated storage areas, and thehazardous material information may comprise the locations of theseareas. Alternatively, containers that store the hazardous materials maybe provided with position transponders to permit the location of thecontainers to be tracked in real time. In this event, the transpondersare preferably provided with unique identifying codes to identify thecontainer and thereby identify the hazardous material in the containeras well as other specifics (e.g., amount, type, toxicity, volatility,age, and so on).

The firefighters 118-119 are assumed to be inside the building 117. Aswith the fire trucks 111-114, the firefighters 118-119 are provided withgenerally the same equipment even though only the firefighter 118 isshown in detail. The firefighter 118 is provided with a computer system160, a digital camera 162, a microphone/speaker system 164, a display166, a GPS receiver 168 and an oxygen sensor 170. Preferably, thedevices 160-170 are lightweight, ruggedized, and integrally provided inthe form of an intelligent helmet. The computer system 160 is connectedto the communication network 120 by way of a cellular telephone modem aspreviously described in connection with the computer 125. The digitalcamera 162 is preferably mounted to provide a view of the fire inprogress as seen by the firefighter 118. The microphone/speaker system164 is mounted in the helmet and allows for voice communication with thefirefighter 118 over the communication network 120. The display 166 maybe provided in the form of a transparent eye piece which allows for theinjection of video into the eye piece, such that the firefighter 118 cansimultaneously view the video information as well as the firefighter'sown surroundings (akin to night vision equipment). Alternatively, thedisplay 158 may be provided in the form of a heads-up display in whichvideo information is projected onto a visor of the helmet. Otherarrangements may also be used, such as a small flat panel displaymounted on an exterior surface of an arm panel of the firefighter'sprotective clothing. The GPS receiver 168 provides the computer 160 withthe real time coordinates of the firefighter 118 inside the building117, thereby allowing the firefighter's location to be transmitted overthe communication network 120. Finally, the oxygen sensor 170 is alsoconnected to the computer system 160 and permits the oxygen supply levelavailable to the firefighter 118 to be broadcast over the communicationnetwork 120. Of course, other sensors could also be mounted in thehelmet or elsewhere with the firefighter and used to broadcastinformation over the communication network 120.

Referring now to FIGS. 36-39, the operation of the system of FIG. 34will now be described. FIG. 36 shows a simplified plan view of thebuilding 117 (including interior office space, meeting rooms, corridors,laboratories, and/or warehouse space) which is assumed to be located atthe scene of a fire. The fire trucks 111-114 as well as the firefighters118-119 are located around the perimeter of the building 117 to fightthe fire. In FIG. 36, only about one-half of one floor of the building117 is shown, however, the building 117 is also shown on the display128. The fire truck 114 is located at a position that cannot be seen inFIG. 36 except on the display 128.

FIGS. 37-38 are flowcharts that describe the operation of the system ofFIG. 34 in the context of the scene of FIG. 36. With reference to FIG.37, FIG. 37 shows the operation of the building computer system 151. Itmay be noted that, although the steps are shown in a particular order inFIG. 37, there is no need for the steps to be performed in the ordershown.

When a fire breaks out at the building 117, the fire is detected at step175 by the building computer system 151 using the fire/smoke detectionsystem 152. At step 176, the building computer system 151 contacts thelocal fire department, and in response the fire trucks 111-114 andfirefighters 118-119 are deployed to the scene of the fire. At step 177,the building computer system 152 transmits the building map information154 to the fire trucks 111-114, the central dispatch station 116, andthe firefighters 118-119 by way of the communication network 120. Forexample, in the context of a municipal fire department, fire departmentofficials may coordinate with the owners of local businesses and otherbuildings to ensure that the building computer system 151 is providedwith e-mail an address for the dispatch computer system 146, which canthen forward the building map information 154 to the computer systems124 and 160. Alternatively, the building map information 154 and may betransmitted to the computer systems 124 and 160 directly, or may alreadybe stored in the computer systems 124 and 160.

At step 178, the building computer system 151 transmits hazardousmaterial information 156 to the fire trucks 111-114, the centraldispatch station 116, and the firefighters 118-119 by way of thecommunication network 120. At step 179, the building computer system 151transmits information from the fire/smoke detection system 152 to thefire trucks 111-114, the central dispatch station 116, and thefirefighters 118-119 by way of the communication network 120. Again, thetransmissions in steps 178 and 179 may occur either directly orindirectly by way of the dispatch station 116. Steps 178 and 179 arethereafter repeated at regular intervals throughout the duration of thefire or as long as the computer system 151 remains operational. (In thisregard, it may be noted that, other than the sensors 157 and 158, someor all of the computer system 151 may be located off-site, therebyallowing the computer system 151 to remain operational throughout theduration of the fire.) Because the steps 178 and 179 are repeated atregular intervals, the fire trucks 111-114 and firefighters 118-119 areprovided with information updated in real time pertaining to thelocations of active fire/smoke detection sensors and the locations ofhazardous materials (in the case where position transponders are used)inside the building at the scene of the fire.

With reference to FIG. 38, FIG. 38 shows the operation of the computersystems 124, 146, and 160. Again, although the steps are shown in aparticular order in FIG. 38, there is no need for the steps to beperformed in the order shown. After the fire breaks out, the computersystems 124, 146, and 160 receive the building map information 154 fromthe building monitoring system at step 180. At step 181, the computersystems 124, 146, and 160 receive updated information from thefire/smoke detection system 152 and updated hazardous materialinformation 156.

At step 182, the computer systems 124 and 160 transmit audio-visualinformation, GPS location information, and resource information to otherones of the fire trucks 111-114 and the firefighters 118-119 by way ofthe communication network 120. It may be noted that the dispatchcomputer 146 does not perform step 182 in the illustrated embodiment.For the fire trucks 111-114, the transmitted audio-visual informationincludes digital image information acquired by the digital camera 126and digital voice information acquired by the speaker/microphone system127, the transmitted GPS information includes the GPS coordinatesacquired by the GPS receivers 133, and the transmitted resourceinformation includes the information generated by the resourcemonitoring sensors 130. For the firefighters 118-119, the transmittedaudio-visual information includes digital image information acquired bythe digital camera 162 and digital voice information acquired by thespeaker/microphone system 164, the transmitted GPS information includesthe GPS coordinates acquired by the GPS receiver 168, and thetransmitted resource information includes information generated by theoxygen sensor 170.

At step 183, the computer systems 124, 146 and 160 receive theaudio-visual information, GPS location information, and resourceinformation from the other ones of the fire trucks 111-114 andfirefighters 118-119 transmitted instep 182. At step 184, the computersystems 124, 146 and 160 drive the displays 128, 148 and 166,respectively, to display some or all of the information received at step183.

FIG. 36 shows an image 186 generated by the display 128 of the firetruck 111 and displayed to an operator of the fire truck 111. Althoughthe image is shown as being generated at the fire truck 111, the same orsimilar images are preferably also at the remaining fire trucks 112-114and/or at the dispatch station 116. The same image could also begenerated for the firefighters 118-119 by the display 166, however, itis preferred that the firefighters 118-119 be provided with a moresimplified image as detailed below.

The image 186 includes multiple views 187 of the fire in progress. Theviews 187 may be displayed based on digital video information generatedby the digital cameras 126 of any of the fire trucks 111-114 and/orbased on digital video information generated by the digital cameras 162.Therefore, the operator of the fire trucks 111-114 and/or the dispatcherat the dispatch station 116 is provided with the ability to view thescene of the fire from multiple vantage points at a single, potentiallyremotely-located display.

The image 186 also includes the building map information 154 receivedfrom the building computer system 151. The portion of the image 186 thatincludes the building map information as well as other information isshown in greater detail in FIG. 39. Referring now also to FIG. 39, theimage 186 includes a plurality of icons used to display additionalinformation to the operator. The computer 125 uses the GPS coordinatesreceived from the GPS receivers 133 and 168 as previously described todisplay the icons simultaneously with the building map information 154,thereby displaying an enhanced building map that provides an overallindication of the relative locations of various components of the firefighting system 110. Specifically, the image 186 includes icons 11 a-114a that display the locations of the fire trucks 111-114, respectively,relative to the building 117. The image 186 also includes icons 111a-114 a that display the locations of the fire trucks 111-114,respectively. The image 186 also includes icons 157 a that indicatewhich ones of the fire/smoke detection sensors 157 are active (that is,are in a state that indicates that fire or smoke has been detected) andwhere the active sensors 157 are located. The image 186 also includesicons 159 a that display the locations of the hazardous materials 159located in the building 117.

The computer systems 124 and 146 are preferably provided with webbrowser interfaces, thereby allowing the operator to obtain additional,more detailed information by clicking on or touching (in the case of atouch screen interface) various portions of the image. The computersystems 124 and 146 then modify the image 186 in response to receivingthe operator input. For example, as shown in FIG. 39, the operator isable to click on the icon 113 a representing the fire truck 113 todisplay resource levels acquired by the resource monitoring sensors 130.Additionally, with reference to FIG. 36, when the operator clicks on theicon 113 a for the fire truck 113, one of the views 187 changes so as tobe supplied with digital video information supplied by the digitalcamera 126 mounted on the fire truck 113. In connection with thefirefighters 118 and 119, the operator is able to click on the icons 118a and 119 a to have the digital video information from the digitalcamera 162 displayed on the image 186, and to have an informationdisplayed pertaining to the amount of oxygen remaining as detected bythe oxygen level sensor 170. The operator is also able to click on oneof the icons 118 a-119 a to establish a private voice communication linkwith the respective firefighter 118-119 to permit a particularly urgentmessage to be communicated to the firefighter 118-119 without thefirefighter 118-119 being distracted by other voice traffic. Theoperator is also able to click on one of the icons 159 a representingthe hazardous material to find out additional information regarding thehazardous material, such as information pertaining to the amount, type,toxicity, volatility, age, and so on of the hazardous material. Some ofthis information may also be communicated by adjusting the appearance ofthe icon 159 a (e.g., the icons 159 a may be formed of different lettersto represent different types of hazardous materials). The operator canalso click on one of the views 187 to have the view displayed in alarger format.

It is therefore seen that a tremendous amount of detailed informationregarding the scene of the fire is easily accessible to the operator ofthe fire trucks 111-114 and the dispatcher at the dispatch station 116.This information can be used to facilitate resource deploymentdecisions. For example, in FIG. 39, the fire chief may decide to movethe fire truck 112 to a position between the fire trucks 111 and 114,since the information in FIG. 39 indicates that more resources areneeded on the other side of the building 117. This is especially thecase because the locations of hazardous materials inside the building117 are known, and it may be possible to fight the fire in a manner thatprevents the fire from spreading to portions of the building 117 thatstore hazardous materials. Alternatively, depending on the situation, itmay be possible to deploy firefighters to extricate stored hazardousmaterials from the building 117. Such a dangerous activity, ifundertaken, can be carefully monitored in real time from the fire trucks111-114 or the dispatch station 116 because the locations of thefirefighters 118-119, the locations of active fire/smoke detectionsensors 157, and the locations of the hazardous materials can bemonitored in real time. Therefore, firefighter safety and fire fightingeffectiveness are improved.

As previously noted, the fire trucks 111-114 are provided with themicrophone/speaker systems 127 and the firefighters are provided withthe microphone/speaker systems 164 that are used to acquire and exchangevoice data. Preferably, the icons 111 a-114 a and 118 a-119 a aredisplayed differently (i.e., highlighted) when voice data is receivedfrom the respective fire truck 111-114 or the respective firefighter 118a-119 a. As a result, when an operator of the fire truck 111 islistening to voice data come over the speaker system 127, for example,the image 186 provides the operator with an indication of whichfirefighter or fire truck operator is talking by highlighting theappropriate icon 111 a-114 a and 118 a-119 a. Additionally, by clickingon the appropriate firefighter icon 118 a-119 a, it is possible to alsoview the digital video information acquired by the digital camera 162carried by the firefighter 118 or 119, and thereby view the scene of thefire from the perspective of the firefighter inside the building. Thisarrangement therefore greatly enhances improves the ability tocommunicate with firefighters located inside the building 117 at thescene of the fire, and therefore further improves firefighter safety andeffectiveness.

In addition to displaying resource information for one firetruck/firefighter at a time, it may also be desirable to provide aresource manager window as shown in FIG. 40. Referring now to FIG. 40,the resource manager 189 is executed by the computer systems 124 and 146and displayed on the displays 128 and 148. The resource manager displaysinformation regarding levels of consumable resources available asindicated by the sensors 130 and 170. The information is displayed inthe form of a chart with the consumable resource levels of each of thefire trucks 111-114 and firefighters 118-119 being displayed in the formof amount of time remaining before the consumable resource is completelydepleted. Therefore, it is possible for a fire chief, dispatcher orother responsible party to quickly assess system status and determinewhen/where reinforcement resources will be required.

As previously noted, the same information that is transmitted to thefire trucks 111-114 is preferably also transmitted to the firefighters118-119 inside the building 117. The image displayed to the firefighters118-119 may be the same as the image 186 displayed to the operator ofthe fire trucks 111-114. The firefighters 118-119 are therefore providedwith building map information for the building 117. Additionally, thefirefighters 118-119 are also provided with a superimposed indication oftheir current position (updated in real time) inside the building 117 aswell as a superimposed indication of the location (also updated in realtime) of active fire/smoke detection sensors 157. Advantageously, thisarrangement increases firefighter safety and effectiveness by allowingthe firefighters 118-119 to navigate the building 117 more safely andwith greater ease.

Preferably, the computer system 160 is equipped with voice recognitionsoftware to permit the computer system 160 to adjust the image displayedto the firefighter 118 in response to voice commands. The voice commandinterface may be used in lieu of the point and click operator interfaceor touch screen interface described above and to cause the computersystem 160 to perform other specific tasks. For example, when thefirefighter wishes to exit the building 117, the firefighter 118 isprovided with the ability to issue a voice command to the computersystem 160 (such as “find the nearest exit”). The computer system 160then executes a pre-stored exit-finding algorithm to determine thenearest safe exit (taking into account active or previously active firealarms) and displays a series of arrows that guide the firefighter 118to the exit. The arrows are preferably provided with a 3-D appearancesuch that the arrows appear closer as the firefighter 118 approaches thepoint at which a right/left turn is required. More complicateddirection-giving schemes could also be used. For example, the entireinterior of the building 117 may be displayed in 3-D format, such thatstructures in the building 117 are seen to move past the firefighter 118as the firefighter 118 progresses through the building (in a manner akinto modern virtual reality video games), thereby allowing particulardoors to be highlighted by the computer system 160 as the firefighter118 moves through the building 117. This approach, however, is notpreferred.

The communication network 120 may also be used to communicate emergencyinformation to the general public. For example, with reference to FIG.41, evacuation information may be communicated. Thus, at step 191 ofFIG. 41, data is acquired from hazardous material sensors 132. At step192, wind speed/direction data is acquired from sensors 134. Preferably,step 191 is performed over several minutes to obtain not justinstantaneous wind speed but also a profile of wind gusts. At step 193,the computer system 124 receives pinpoint location and time informationdescribing the time at which the hazardous materials began to be spreadand the source location. This information, for example, may be manuallyentered by an operator. At step 194, a rate of movement of the hazardousmaterials is computed based on the wind speed and direction. At step195, a map is generated showing a tentative evacuation region. At step196, an electronic alert message is sent to residents of the geographicarea to advise the residents of the threat of the hazardous material.The electronic alert message (e.g., an e-mail message) may be used tocomplement other forms of communication (e.g., a siren) to provideresidents with more detailed information as to the nature of the threatand/or written instructions as to how to proceed.

The preferred fire fighting system 110 therefore also improves communitysafety. As previously discussed, in situations where the scene of thefire stores hazardous materials, community safety is improved becausethe firefighters are provided with more information regarding thelocation, types, amounts and so on of hazardous materials at the sceneof the fire and therefore are better able to tailor their fire fightingefforts to prevent the release of hazardous materials into theatmosphere. Additionally, in situations where hazardous materials arereleased, citizens are provided with better information regarding thenature of the threat and therefore are more likely to respondappropriately.

5. Additional Aspects

From the foregoing description, a number advantages of the preferredfire truck control system are apparent. In general, the control systemis easier to use, more flexible, more robust, and more reliable thanexisting fire truck control systems. In addition, because of theseadvantages, the control system also increases firefighter safety becausethe many of the functions that were previously performed by firefightersare performed automatically, and the control system also makes possiblefeatures that would otherwise be impossible or at least impractical.Therefore, firefighters are freed to focus on fighting fires.

The control system is easier to use because the control system providesa high level of cooperation between various vehicle subsystems. Thecontrol system can keep track of the mode of operation of the firetruck, and can control output devices based on the mode of operation.The functions that are performed on the fire truck are more fullyintegrated to provide a seamless control system, resulting in betterperformance.

For example, features such as load management and load sequencing areimplemented in the control program executed by the central control unit.No additional hardware is required to implement load management and loadsequencing. Therefore, if it is desired to change the order of loadsequencing, all that is required is to modify the control program. It isalso possible to have different load sequencing defined for differentmodes of operation of the vehicle with little or no increase inhardware. The manner in which load management is performed can also bechanged dynamically during the operation of the fire truck.

The control system is robust and can accept almost any new featurewithout changes in wiring. Switches are connected to a central controlunit and not to outputs directly, and new features can be programmedinto the control program executed by the central control unit. A systemcan be modified by adding a new switch to an existing interface module,or by modifying the function of an existing switch in the controlprogram. Therefore, modifying a system that is already in use is easybecause little or no wiring changes are required.

Additionally, because the control system has access to input statusinformation from most or all of the input devices on the fire truck andhas control over most or all of the output devices on the fire truck, ahigh level of cooperation between the various subsystems on the firetruck is possible. Features that require the cooperation of multiplesubsystems are much easier to implement.

The fire truck is also easier to operate because there is improvedoperator feedback. Displays are provided which can be used to determinethe I/O status of any piece of equipment on the vehicle, regardless ofthe location of the display. Additionally, the displays facilitatetroubleshooting, because troubleshooting can be performed in real timeat the scene of a fire when a problem is occurring. Troubleshooting isalso facilitated by the fact that the displays are useable to displayall of the I/O status information on the fire truck. There is no needfor a firefighter to go to different locations on the fire truck toobtain required information. Troubleshooting is also facilitated by theprovision of a central control unit which can be connected by modem toanother computer. This allows the manufacturer to troubleshoot the firetruck as soon as problems arise.

LED indicators associated with switches also improve operator feedback.The LEDs indicate whether the switch is considered to be off or on, orwhether the switch is considered to be on but the output devicecontrolled by the switch is nevertheless off due to some other conditionon the fire truck.

Because the control system is easier to use, firefighter safety isenhanced. When a firefighter is fighting fires, the firefighter is ableto more fully concentrate on fighting the fire and less on having toworry about the fire truck. To the extent that the control systemaccomplishes tasks that otherwise would have to be performed by thefirefighter, this frees the firefighter to fight fires.

The control system is also more reliable and maintainable, in partbecause relay logic is replaced with logic implemented in a controlprogram. The logic in the control program is much easier totroubleshoot, and troubleshooting can even occur remotely by modem. Alsomechanical circuit breakers can be replaced with electronic control,thereby further reducing the number of mechanical failure points andmaking current control occur more seamlessly. The simplicity of thecontrol system minimizes the number of potential failure points andtherefore enhances reliability and maintainability.

The system is also more reliable and more maintainable because there isless wire. Wiring is utilized only to established dedicated linksbetween input/output devices and the interface module to which they areconnected. The control system uses distributed power distribution anddata collecting. The interface modules are interconnected by a networkcommunication link instead of a hardwired link, thereby reducing theamount of wiring on the fire truck. Most wiring is localized wiringbetween the I/O devices and a particular interface module.

Additionally, the interface modules are interchangeable units. In thedisclosed embodiment, the interface modules 20 are interchangeable witheach other, and the interface modules 30 are interchangeable with eachother. If a greater degree of interchangeability is required, it is alsopossible to use only a single type of interface module. If the controlsystem were also applied to other types of equipment service vehicles(e.g., snow removal vehicles, refuse handling vehicles, cement/concretemixers, military vehicles such as those of the multipurpose modulartype, on/off road severe duty equipment service vehicles, and so on),the interface modules would even be made interchangeable acrossplatforms since each interface module views the outside world in termsof generic inputs and outputs, at least until configured by the centralcontrol unit. Because the interface modules are interchangeable,maintainability is enhanced. An interface module that begins tomalfunction due to component defects may be replaced more easily. Onpower up, the central control unit downloads configuration informationto the new interface module, and the interface module becomes fullyoperational. This enhances the maintainability of the control system.

Because the interface modules are microprocessor-based, the amount ofprocessing required by the central control unit as well as the amount ofcommunication that is necessary between the interface modules and thecentral control unit is reduced. The interface modules performpreprocessing of input signals and filter out less critical inputsignals and, as a result, the central control unit receives and respondsto critical messages more quickly.

B. Military Vehicle Control System

Referring now to FIG. 14, a preferred embodiment of a military vehicle1410 having a control system 1412 is illustrated. As previouslyindicated, the control system described above can be applied to othertypes of equipment service vehicles, such as military vehicles, becausethe interface modules view the outside world in terms of generic inputsand outputs. Most or all of the advantages described above in thecontext of fire fighting vehicles are also applicable to militaryvehicles. As previously described, however, it is sometimes desirable inthe context of military applications for the military vehicle controlsystem to be able to operate at a maximum level of effectiveness whenthe vehicle is damaged by enemy fire, nearby explosions, and so on. Inthis situation, the control system 1412 preferably incorporates a numberof additional features, discussed below, that increase the effectivenessof the control system 1412 in these military applications.

By way of overview, the control system 1412 comprises a plurality ofmicroprocessor-based interface modules 1420, a plurality of input andoutput devices 1440 and 1450 (see FIG. 15) that are connected to theinterface modules 1420, and a communication network 1460 thatinterconnects the interface modules 1420. The control system 1412preferably operates in the same manner as the control system 12 of FIGS.1-13, except to the extent that differences are outlined are below. Aprimary difference between the control system 12 and the control system1412 is that the control system 1412 does not include a central controlunit that is implemented by a single device fixed at one location.Rather, the control system 1412 includes a central control unit that isallowed to move from location to location by designating one of theinterface modules 1420 as a “master” interface module and by furtherallowing the particular interface module that is the designated masterinterface module to change in response to system conditions. As will bedetailed below, this feature allows the control system 1412 to operateat a maximum level of effectiveness when the military vehicle 1410 isdamaged. Additional features that assist failure management are alsoincluded.

More specifically, in the illustrated embodiment, the control system1412 is used in connection with a military vehicle 1410 which is amultipurpose modular military vehicle. As is known, a multipurposemodule vehicle comprises a chassis and a variant module that is capableof being mounted on the chassis, removed, and replaced with anothervariant module, thereby allowing the same chassis to be used fordifferent types of vehicles with different types of functionalitydepending on which variant module is mounted to the chassis. In theillustrated embodiment, the military vehicle 1410 is a wrecker andincludes a wrecker variant module 1413 mounted on a chassis (underbody)1417 of the military vehicle 1410. The weight of the variant module 1413is supported by the chassis 1417. The variant module 1413 includes amechanical drive device 1414 capable of imparting motion to solid orliquid matter that is not part of the military vehicle 1410 to providethe military vehicle 1410 with a particular type of functionality. InFIG. 14, where the variant module 1413 is a wrecker variant, themechanical drive device is capable of imparting motion to a towedvehicle. As shown in FIG. 20, the variant module 1413 is removable andreplaceable with other types of variant modules, which may include adump truck variant 1418 a, a water pump variant 1418 b, a telephonevariant 1418 c, and so on. Thus, for example, the wrecker variant 1413may be removed and replaced with a water pump variant 1418 b having adifferent type of drive mechanism (a water pump) to provide a differenttype of functionality (pumper functionality). The I/O devices 1440 and1450 used by the vehicle 1410 include devices that are the same as orsimilar to the non-fire truck specific I/O devices of FIGS. 1-13 (i.e.,those types of I/O devices that are generic to most types of vehicles),as well as I/O devices that are typically found on the specific type ofvariant module chosen (in FIG. 14, a wrecker variant).

The interface modules 1420 are constructed in generally the same manneras the interface modules 20 and 30 and each include a plurality ofanalog and digital inputs and outputs. The number and type of inputs andoutputs may be the same, for example, as the vehicle interface modules30. Preferably, as described in greater detail below, only a single typeof interface module is utilized in order to increase the fieldserviceability of the control system 1412. Herein, the reference numeral1420 is used to refer to the interface modules 1420 collectively,whereas the reference numerals 1421-1430 are used to refer to specificones of the interface modules 1420. The interface modules are describedin greater detail in connection with FIGS. 15-18.

Also connected to the communication network 1460 are a plurality ofdisplays 1481 and 1482 and a data logger 1485. The displays 1481 and1482 permit any of the data collected by the control system 1412 to bedisplayed in real time, and also display warning messages. The displays1481 and 1482 also include membrane pushbuttons that allow the operatorsto scroll through, page through, or otherwise view the screens of datathat are available. The membrane pushbuttons may also allow operators tochange values of parameters in the control system 1412. The data logger1485 is used to store information regarding the operation of themilitary vehicle 1410. The data logger 1485 may also be used as a “blackbox recorder” to store information logged during a predetermined amountof time (e.g., thirty seconds) immediately prior to the occurrence ofone or more trigger events (e.g., events indicating that the militaryvehicle 1410 has been damaged or rendered inoperative, such as when anoperational parameter such as an accelerometer threshold has beenexceeded).

Finally, FIG. 14 shows an engine system including an engine 1492 and anengine control system 1491, a transmission system including atransmission 1493 and a transmission control system 1494, and ananti-lock brake system including an anti-lock brake control system 1495.These systems may be interconnected with the control system 1412 ingenerally the same manner as discussed above in connection with theengine 92, the engine control system 91, the transmission 93, thetransmission control system 94, and the anti-lock brake system 36 ofFIG. 1.

Referring now also to FIGS. 15-18, the structure and interconnection ofthe interface modules 1420 is described in greater detail. Referringfirst to FIG. 15, the interconnection of the interface modules 1420 witha power source 1500 is described. The interface modules 1420 receivepower from the power source 1500 by way of a power transmission link1502. The interface modules 1420 are distributed throughout the militaryvehicle 1410, with some of the interface modules 1420 being located onthe chassis 1417 and some of the interface modules 1420 being located onthe variant module 1413.

The control system is subdivided into three control systems including achassis control system 1511, a variant control system 1512, and anauxiliary control system 1513. The chassis control system 1511 includesthe interface modules 1421-1425 and the I/O devices 1441 and 1451, whichare all mounted on the chassis 1417. The variant control system 1512includes the interface modules 1426-1428 and the I/O devices 1442 and1452, which are all mounted on the variant module 1413. The auxiliarycontrol system 1513 includes the interface modules 1429-1430 and the I/Odevices 1443 and 1453, which may be mounted on either the chassis 1417or the variant module 1413 or both.

The auxiliary control system 1513 may, for example, be used to control asubsystem that is disposed on the variant module but that is likely tobe the same or similar for all variant modules (e.g., a lightingsubsystem that includes headlights, tail lights, brake lights, andblinkers). The inclusion of interface modules 1420 within a particularcontrol system may also be performed based on location rather thanfunctionality. For example, if the variant module 1413 has an aerialdevice, it may be desirable to have one control system for the chassis,one control system for the aerial device, and one control system for theremainder of the variant module. Additionally, although each interfacemodule 1420 is shown as being associated with only one of the controlsystems 1511-1513, it is possible to have interface modules that areassociated with more than one control system. It should also be notedthat the number of sub-control systems, as well as the number ofinterface modules, is likely to vary depending on the application. Forexample, a mobile command vehicle is likely to have more controlsubsystems than a wrecker variant, given the large number of I/O devicesusually found on mobile command vehicles.

The power transmission link 1502 may comprise a single power line thatis routed throughout the military vehicle 1410 to each of the interfacemodules 1420, but preferably comprises redundant power lines. Again, inorder to minimize wiring, the interface modules 1420 are placed so as tobe located as closely as possible to the input devices 1440 from whichinput status information is received and the output devices 1450 thatare controlled. This arrangement allows the previously-describedadvantages associated with distributed data collection and powerdistribution to be achieved. Dedicated communication links, which mayfor example be electric or photonic links, connect the interface modules1421-1430 modules with respective ones of the I/O devices, as previouslydescribed.

Referring next to FIG. 16, the interconnection of the interface modules1420 by way of the communication network 1460 is illustrated. Aspreviously indicated, the control system 1412 is subdivided into threecontrol systems 1511, 1512 and 1513. In accordance with thisarrangement, the communication network 1460 is likewise furthersubdivided into three communication networks 1661, 1662, and 1663. Thecommunication network 1661 is associated with the chassis control system1511 and interconnects the interface modules 1421-1425. Thecommunication network 1662 is associated with the variant control system1512 and interconnects the interface modules 1426-1428. Thecommunication network 1663 is associated with the auxiliary controlsystem 1513 and interconnects the interface modules 1429-1430.Communication between the control systems 1511-1513 occurs by way ofinterface modules that are connected to multiple ones of the networks1661-1663. Advantageously, this arrangement also allows the interfacemodules to reconfigure themselves to communicate over another network inthe event that part or all of their primary network is lost. Forexample, in FIG. 17A, when a portion of the communication network 1663is lost, the interface module 1429 reconfigures itself to communicatewith the interface module 1430 by way of the communication network 1662and the interface module 1427.

In practice, each of the communication networks 1661-1663 may be formedof two or more communication networks to provide redundancy within eachcontrol system. Indeed, the connection of the various interface modules1420 with different networks can be as complicated as necessary toobtain the desired level of redundancy. For simplicity, these potentialadditional levels of redundancy will be ignored in the discussion ofFIG. 16 contained herein.

The communication networks 1661-1663 may be implemented in accordancewith SAE J1708/1587 and/or J1939 standards, or some other networkprotocol, as previously described. The transmission medium is preferablyfiber optic cable in order to reduce the amount of electromagneticradiation that the military vehicle 1410 produces, therefore making thevehicle less detectable by the enemy. Fiber optic networks are also morerobust to the extent that a severed fiber optic cable is still usable tocreate two independent networks, at least with reduced functionality.

When the variant module 1413 is mounted on the chassis 1417, connectingthe chassis control system 1511 and the variant control system 1512 isachieved simply through the use of two mating connectors 1681 and 1682that include connections for one or more communication busses, power andground. The chassis connector 1682 is also physically and functionallymateable with connectors for other variant modules, i.e., the chassisconnector and the other variant connectors are not only capable ofmating physically, but the mating also produces a workable vehiclesystem. A given set of switches or other control devices 1651 on thedash (see FIG. 14) may then operate differently depending on whichvariant is connected to the chassis. Advantageously, therefore, it ispossible to provide a single interface between the chassis and thevariant module (although multiple interfaces may also be provided forredundancy). This avoids the need for a separate connector on thechassis for each different type of variant module, along with theadditional unutilized hardware and wiring, as has conventionally beenthe approach utilized.

Upon power up, the variant control system 1512 and the chassis controlsystem 1511 exchange information that is of interest to each other. Forexample, the variant control system 1512 may communicate the varianttype of the variant module 1413. Other parameters may also becommunicated. For example, information about the weight distribution onthe variant module 1413 may be passed along to the chassis controlsystem 1511, so that the transmission shift schedule of the transmission1493 can be adjusted in accordance with the weight of the variant module1413, and so that a central tire inflation system can control theinflation of tires as a function of the weight distribution of thevariant. Similarly, information about the chassis can be passed along tothe variant. For example, where a variant module is capable of beingused by multiple chassis with different engine sizes, engine informationcan be communicated to a wrecker variant module so that the wreckervariant knows how much weight the chassis is capable of pulling. Thus,an initial exchange of information in this manner allows the operationof the chassis control system 1511 to be optimized in accordance withparameters of the variant module 1413, and vice versa.

It may also be noted that the advantages obtained for military variantscan also be realized in connection with commercial variants. Thus, ablower module, a sweeper module, and a plow module could be provided forthe same chassis. This would allow the chassis to be used for a sweeperin summer and a snow blower or snow plow in winter.

As shown in FIG. 16, each control system 1511-1513 includes an interfacemodule that is designated “master” and another that is designated“deputy master.” Thus, for example, the chassis control system 1511includes a master interface module 1423 and a deputy master interfacemodule 1422. Additional tiers of mastership may also be implemented inconnection with the interface modules 1421, 1424 and 1425.

The interface modules 1420 are assigned their respective ranks in thetiers of mastership based on their respective locations on the militaryvehicle 1410. A harness connector at each respective location of themilitary vehicle 1410 connects a respective one of the interface modules1420 to the remainder of the control system 1412. The harness connectoris electronically keyed, such that being connected to a particularharness connector provides an interface module 1420 with a uniqueidentification code or address M. For simplicity, the value M is assumedto be a value between 1 and N, where N is the total number of interfacemodules on the vehicle (M=10 in the illustrated embodiment).

The interface modules 1420 each store configuration information that,among other things, relates particular network addresses with particularranks of mastership. Thus, for example, when the interface module 1423boots up, it ascertains its own network address and, based on itsnetwork address, ascertains that it is the master of the control system1511. The interface module 1423 serves as the central control unit solong as the interface module 1423 is competent to do so. As shown inFIG. 17B, if it is determined that the interface module 1423 is nolonger competent to serve as master (e.g., because the interface module1423 has been damaged in combat), then the interface module 1422 becomesthe master interface module and begins serving as the central controlunit. This decision can be made, for example, by the interface module1423 itself, based on a vote taken by the remaining interface modules1420, or based on a decision by the deputy master.

Referring next to FIG. 18, an exemplary one of the interface modules1420 is shown in greater detail. The interface modules 1420 each includea microprocessor 1815 that is sufficiently powerful to allow eachinterface module to serve as the central control unit. The interfacemodules are identically programmed and each include a memory 1831 thatfurther includes a program memory 1832 and a data memory 1834. Theprogram memory 1832 includes BIOS (basic input/output system) firmware1836, an operating system 1838, and application programs 1840, 1842 and1844. The application programs include a chassis control program 1840,one or more variant control programs 1842, and an auxiliary controlprogram 1844. The data memory 1834 includes configuration information1846 and I/O status information 1848 for all of the modules 1420-1430associated with the chassis 1417 and its variant module 1413, as well asconfiguration information for the interface modules (N+1 to Z in FIG.18) of other variant modules that are capable of being mounted to thechassis 1417.

It is therefore seen that all of the interface modules 1420 that areused on the chassis 1417 and its variant module 1413, as well as theinterface modules 1420 of other variant modules that are capable ofbeing mounted to the chassis 1417, are identically programmed andcontain the same information. Each interface module 1420 then utilizesits network address to decide when booting up which configurationinformation to utilize when configuring itself, and which portions ofthe application programs 1840-1844 to execute given its status as amaster or non-master member of one of the control systems 1511-1513. Theinterface modules are both physically and functionally interchangeablebecause the interface modules are capable of being plugged in at anyslot on the network, and are capable of performing any functions thatare required at that slot on the network.

This arrangement is highly advantageous. Because all of the interfacemodules 1420 are identically programmed and store the same information,the interface modules are physically and functionally interchangeablewithin a given class of vehicles. Thus, if an interface module 1420 onone variant module is rendered inoperative, but the variant module isotherwise operational, the inoperative interface module can be replacedwith an interface module scavenged from another inoperative vehicle.When the replacement interface module 1420 reboots, it will thenreconfigure itself for use in the new vehicle, and begin operating thecorrect portions of the application programs 1840-1844. This is the caseeven when the two vehicles are different types of vehicles.

Additionally, if a highly critical interface module is renderedinoperable, the highly critical interface module can be swapped with aninterface module that is less critical. Although the input/outputdevices associated with the less critical interface module will nolonger be operable, the input/output devices associated with the morecritical interface module will be operable. This allows theeffectiveness of the military vehicle to be maximized by allowingundamaged interface modules to be utilized in the most optimal manner.In this way, the field serviceability of the control system 1412 isdramatically improved. Further, the field serviceability of the controlsystem 1412 is also improved by the fact that only a single type ofinterface module is used, because the use of a single type of interfacemodule makes it easier to find replacement interface modules.

Additionally, as previously noted, each interface module 1420 stores I/Ostatus information for all of the modules 1420-1430 associated with thechassis 1417 and its variant module 1413. Therefore, each interfacemodule 1420 has total system awareness. As a result, it is possible tohave each interface module 1420 process its own inputs and outputs basedon the I/O status information in order to increase system responsivenessand in order to reduce the amount of communication that is required withthe central control unit. The main management responsibility of thecentral control unit or master interface module above and beyond theresponsibilities of all the other interface modules 1420 then becomes,for example, to provide a nexus for interface operations with devicesthat are external to the control system of which the central controlunit is a part.

Referring now to FIG. 19, FIG. 19 is a truth table that describes theoperation of the control system 1412 in the event of failure of one ofthe interface modules 1420 and/or one of the input devices 1440. Thearrangement shown in FIG. 19 allows the control system 1412 to be ableto continue to operate in the event of failure using a “best guess”method of controlling outputs.

In the example of FIG. 19, two output devices are controlled based ontwo input devices. For example, the first output device may beheadlights of the military vehicle 1410, the first input device may be acombat switch or combat override switch that places the entire vehicleinto a combat mode of operation, and the second input may be an operatorswitch for operator control of the headlights. The second output deviceis discussed further below. For simplicity, only the input states of twobinary input devices are shown. In practice, of course, the controllogic for most output devices will usually be a function of more inputdevices, in some cases ten or more input devices including analog inputdevices. Nevertheless, the simplified truth table of FIG. 19 issufficient to obtain an understanding of this preferred aspect of theinvention.

The truth table of FIG. 19 shows a number of different possible inputstates and the corresponding output states. In the first two states,when the combat override switch (input #1) is off, then the headlights(output #1) are controlled as a function of the operator switch. Thus,if the operator switch is on, then the control system 1412 turns theheadlights on, and if the operator switch is off, then the controlsystem 1412 turns the headlights off. In the third and fourth inputstates, the combat override switch is on, and therefore the controlsystem 1412 turns the headlights off in order to make the vehicle lessdetectable by the enemy. It may be noted that the control system 1412ignores the input state of the second input device when the combatoverride switch is on. The third column in the truth table couldtherefore instead be the output of a safety interlock, since safetyinterlocks are another example of input information that is sometimesignored when a combat override is turned on. This would allow thecontrol system 1412 to take into account the urgency of a combatsituation while still also implementing safety functions to the extentthat they do not interfere with the operation of the vehicle 1410.

The truth table also has a number of additional states (five throughnine) corresponding to situations in which one or both of the inputs isdesignated as undetermined (“?” in FIG. 19). Thus, for example, instates five and six, the input state of the operator switch (input #2)is designated as undetermined. The undetermined state of the operatorswitch may be the result of the failure of the interface module thatreceives the input signal from the operator switch, a failure of theelectrical connection between the switch and the interface module,and/or a failure of the operator switch itself. In the fifth state, whenthe combat override switch is off and the state of the operator switchis undetermined, the control system 1412 turns on the headlights, basedon the assumption that if it is nighttime the operator wants the lightson and if it is daytime the operator does not have a strong preferenceeither way. In the sixth state, when the combat override switch is onand the state of the operator switch is undetermined, the control system1412 turns off the headlights, because the headlights should always beturned off in the combat mode of operation.

In states seven through nine, the input state of the combat overrideswitch (input #1) is designated as undetermined. The undetermined stateof the combat override switch may be caused by generally the samefactors that are liable to cause the state of the operator switch to beundetermined. In all of these states, the control system 1412 turns offthe headlights, based on the worst case assumption that the militaryvehicle may be in combat and that therefore the headlights should beturned off.

The arrangement shown in FIG. 19 is thus applied to all output devices1450 on the military vehicle. In this way, the control logic forcontrolling the output devices is expanded to take into account a third“undetermined” state for each of the input devices, and an entireadditional layer of failure management is added to the control logic. Inthis way, the control system 1412 is able to remain operational (atleast in a best guess mode) when the input states of one or more inputdevices cannot be determined. This prevents output devices that have anoutput state based on the input state of a given input device from beingcrippled when a system failure causes one or more input devices to belost.

This arrangement also allows the output state of each output device tobe programmed individually in failure situations. In other words, when agiven input device is lost, the control system can be programmed toassume for purposes of some output devices (using the above describedtruth table arrangement) that the input device is on and to assume forthe purposes of other output devices that the input device is off. Forexample, in FIG. 19, if output device #2 is another output device thatis controlled by the same operator switch, the control system can beprogrammed to assume for purposes of output device #2 that the operatorswitch is off in state five rather than on, such that the control systemturns off the output device #2 in state five. In this way, it is notnecessary to assume the same input state for purposes of all outputdevices.

It may also be noted that military vehicles tend to make widespread useof redundant sensors. In this case, by connecting the redundant sensorsto different ones of the interface modules, the state table for eachoutput device can be modified to accept either input, thereby making itpossible for the control system 1412 to obtain the same information by adifferent route. Further, if the redundant sensors disagree on the inputstatus of a system parameter, then this disagreement itself can betreated as an undetermined input state of an input device. In this way,rather than using a voting procedure in which the sensors vote on thestate of the input device for purposes of all output devices, theuncertainty can be taken into account and best guess decisions regardinghow to operate can be made for each of the various output devicesindividually.

As previously described, each interface module 1420 has total systemawareness. Specifically, the data memory 1834 of each interface module1420 stores I/O status information 1848 for not only local I/O devices1440 and 1450 but also for non-local I/O devices 1440 and 1450 connectedto remaining ones of the interface modules 1420. Referring now to FIGS.21-24, a preferred technique for transmitting I/O status informationbetween the interface modules 1420 will now be described. Although thistechnique is primarily described in connection with the chassis controlsystem 1511, this technique is preferably also applied to the variantcontrol system 1512 and the auxiliary control system 1513, and/or in thecontrol system 12.

Referring first to FIG. 21, as previously described, the chassis controlsystem 1511 includes the interface modules 1421-1425, the input devices1441, and the output devices 1451. Also shown in FIG. 21 are the display1481, the data logger 1485, and the communication network 1661 whichconnects the interface modules 1421-1425. In practice, the system mayinclude additional devices, such as a plurality of switch interfacemodules connected to additional I/O devices, which for simplicity arenot shown. The switch interface modules may be the same as the switchinterface modules 20 previously described and, for example, may beprovided in the form of a separate enclosed unit or in the more simpleform of a circuit board mounted with associated switches and low poweroutput devices. In practice, the system may include other systems, suchas a display interface used to drive one or more analog displays (suchas gauges) using data received from the communication network 1661. Anyadditional modules that interface with I/O devices preferably broadcastand receive I/O status information and exert local control in the samemanner as detailed below in connection with the interface modules1421-1425. As previously noted, one or more additional communicationnetworks may also be included which are preferably implemented inaccordance with SAE J1708/1587 and/or J1939 standards. The communicationnetworks may be used, for example, to receive I/O status informationfrom other vehicle systems, such as an engine or transmission controlsystem. Arbitration of I/O status broadcasts between the communicationnetworks can be performed by one of the interface modules 1420.

To facilitate description, the input devices 1441 and the output devices1451 have been further subdivided and more specifically labeled in FIG.21. Thus, the subset of the input devices 1441 which are connected tothe interface module 1421 are collectively labeled with the referencenumeral 1541 and are individually labeled as having respective inputstates I-11 to I-15. Similarly, the subset of the output devices 1451which are connected to the interface module 1421 are collectivelylabeled with the reference numeral 1551 and are individually labeled ashaving respective output states O-11 to O-15. A similar pattern has beenfollowed for the interface modules 1422-1425, as summarized in Table Ibelow:

TABLE I Interface Input Output Module Devices Input States DevicesOutput States 1421 1541 I-11 to I-15 1551 O-11 to O-15 1422 1542 I-21 toI-25 1552 O-21 to O-25 1423 1543 I-31 to I-35 1553 O-31 to O-35 14241544 I-41 to I-45 1554 O-41 to O-45 1425 1545 I-51 to I-55 1555 O-51 toO-55

Of course, although five input devices 1441 and five output devices 1451are connected to each of the interface modules 1420 in the illustratedembodiment, this number of I/O devices is merely exemplary and adifferent number of devices could also be used, as previously described.

The interface modules 1420 each comprise a respective I/O status table1520 that stores information pertaining to the I/O states of the inputand output devices 1441 and 1452. Referring now to FIG. 22, an exemplaryone of the I/O status tables 1520 is shown. As shown in FIG. 22, the I/Ostatus table 1520 stores I/O status information pertaining to each ofthe input states I-11 to I-15, I-21 to I-25, I-31 to I-35, I-41 to I-45,and I-51 to I-55 of the input devices 1541-1545, respectively, and alsostores I/O status information pertaining to each of the output statesO-11 to O-15, O-21 to O-25, O-31 to O-35, O-41 to O-45, and O-51 to O-55of the output devices 1551-1555, respectively. The I/O status tables1520 are assumed to be identical, however, each I/O status table 1520 isindividually maintained and updated by the corresponding interfacemodule 1420. Therefore, temporary differences may exist between the I/Ostatus tables 1520 as updated I/O status information is received andstored. Although not shown, the I/O status table 1520 also stores I/Ostatus information for the interface modules 1426-1428 of the variantcontrol system 1512 and the interface modules 1429-1430 of the auxiliarycontrol system 1513.

In practice, although FIG. 22 shows the I/O status information beingstored next to each other, the memory locations that store the I/Ostatus information need not be contiguous and need not be located in thesame physical media. It may also be noted that the I/O status table 1520is, in practice, implemented such that different I/O states are storedusing different amounts of memory. For example, some locations store asingle bit of information (as in the case of a digital input device ordigital output device) and other locations store multiple bits ofinformation (as in the case of an analog input device or an analogoutput device). The manner in which the I/O status table is implementedis dependent on the programming language used and on the different datastructures available within the programming language that is used. Ingeneral, the term I/O status table is broadly used herein to encompassany group of memory locations that are useable for storing I/O statusinformation.

Also shown in FIG. 22 are a plurality of locations that storeintermediate status information, labeled IM-11, IM-21, IM-22, and IM-41.The intermediate states IM-11, IM-21, IM-22, and IM-41 are processedversions of selected I/O states. For example, input signals may beprocessed for purposes of scaling, unit conversion and/or calibration,and it may be useful in some cases to store the processed I/O statusinformation. Alternatively, the intermediate states IM-11, IM-21, IM-22,and IM-41 may be a function of a plurality of I/O states that incombination have some particular significance. The processed I/O statusinformation is then transmitted to the remaining interface modules 1420.

Referring now to FIGS. 23-24, FIG. 23 is a flowchart describing theoperation of the control system of FIG. 21, and FIG. 24 is a data flowdiagram describing data flow through an exemplary interface moduleduring the process of FIG. 23. As an initial matter, it should be notedthat although FIG. 23 depicts a series of steps which are performedsequentially, the steps shown in FIG. 23 need not be performed in anyparticular order. In practice, for example, modular programmingtechniques are used and therefore some of the steps are performedessentially simultaneously. Additionally, it may be noted that the stepsshown in FIG. 23 are performed repetitively during the operation of theinterface module 1421, and some of the steps are in practice performedmore frequently than others. For example, input information is acquiredfrom the input devices more often than the input information isbroadcast over the communication network. Although the process of FIG.23 and the data flow diagram of FIG. 24 are primarily described inconnection with the interface module 1421, the remaining interfacemodules 1422-1425 operate in the same manner.

At step 1852, the interface module 1421 acquires input statusinformation from the local input devices 1541. The input statusinformation, which pertains to the input states I-11 to I-15 of theinput devices 1541, is transmitted from the input devices 1541 to theinterface module 1421 by way of respective dedicated communicationlinks, as previously described in connection with FIGS. 3-4. At step1854, the input status information acquired from the local input devices1541 is stored in the I/O status table 1520 at a location 1531. For theinterface module 1421, the I/O devices 1541 and 1551 are referred to aslocal I/O devices since the I/O devices 1541 and 1551 are directlycoupled to the interface module 1421 by way of respective dedicatedcommunication links, as opposed to the remaining non-local I/O devicesand 1542-1545 and 1552-1555 which are indirectly coupled to theinterface module 1421 by way of the communication network 1661.

At step 1856, the interface module 1421 acquires I/O status informationfor the non-local input devices 1542-1545 and the non-local outputdevices 1552-1555 by way of the communication network 1661.Specifically, the interface module 1421 acquires input statusinformation pertaining to the input states I-21 to I-25, I-31 to I-35,I-41 to I-45, I-51 to I-55 of the input devices 1542-1545, respectively,and acquires output status information pertaining to the output statesO-21 to O-25, O-31 to O-35, O-41 to O-45, O-51 to O-55 of the outputdevices 1552-1555. The input status information and the output statusinformation are stored in locations 1533 and 1534 of the I/O statustable 1520, respectively.

At step 1860, the interface module 1421 determines desired output statesO-11 to O-15 for the output devices 1551. As previously noted, each ofthe interface modules 1420 stores a chassis control program 1840, one ormore variant control programs 1842, and an auxiliary control program1844. The interface module 1421 is associated with the chassis controlsystem 1511 and, therefore, executes a portion of the chassis controlprogram 1840. (The portion of the chassis control program 1840 executedby the interface module 1421 is determined by the location of theinterface module 1421 on the military vehicle 1410, as previouslydescribed.) The interface module 1421 executes the chassis controlprogram 1840 to determine the desired output states O-11 to O-15 basedon the I/O status information stored in the I/O status table 1520.Preferably, each interface module 1420 has complete control of its localoutput devices 1450, such that only I/O status information istransmitted on the communication network 1460 between the interfacemodules 1420.

At step 1862, the interface module 1421 controls the output devices 1551in accordance with the desired respective output states O-11 to O-15.Once the desired output state for a particular output device 1551 hasbeen determined, control is achieved by transmitting a control signal tothe particular output device 1551 by way of a dedicated communicationlink. For example, if the output is a digital output device (e.g., aheadlight controlled in on/off fashion), then the control signal isprovided by providing power to the headlight by way of the dedicatedcommunication link. Ordinarily, the actual output state and the desiredoutput state for a particular output device are the same, especially inthe case of digital output devices. However, this is not always thecase. For example, if the headlight mentioned above is burned out, theactual output state of the headlight may be “off,” even though thedesired output state of the light is “on.” Alternatively, for an analogoutput device, the desired and actual output states may be different ifthe control signal is not properly calibrated for the output device.

At step 1864, the interface module 1421 stores output status informationpertaining to the desired output states O-11 to O-15 for the outputdevices 1551 in the I/O status table 1520. This allows the output statesO-11 to O-15 to be stored prior to being broadcast on the communicationnetwork 1661. At step 1866, the interface module 1421 broadcasts theinput status information pertaining to the input states I-11 to I-15 ofthe input devices 1541 and the output status information pertaining tothe output states O-11 to O-15 of the output devices 1551 over thecommunication network 1661. The I/O status information is received bythe interface modules 1422-1425. Step 1866 is essentially the oppositeof step 1856, in which non-local I/O status information is acquired bythe interface module 1421 by way of the communication network 1661. Inother words, each interface module 1420 broadcasts its portion of theI/O status table 1520 on the communication network 1661, and monitorsthe communication network 1661 for broadcasts from the remaininginterface modules 1420 to update the I/O status table 1520 to reflectupdated I/O states for the non-local I/O devices 1441 and 1451. In thisway, each interface module 1420 is able to maintain a complete copy ofthe I/O status information for all of the I/O devices 1441 and 1451 inthe system.

The interface modules 1423 and 1425 are used to transmit I/O statusinformation between the various control systems 1511-1513. Specifically,as previously noted, the interface module 1423 is connected to both thecommunication network 1661 for the chassis control system 1511 and tothe communication network 1662 for the variant control system 1512 (seeFIG. 17). The interface module 1423 is preferably utilized to relaybroadcasts of I/O status information back and forth between theinterface modules 1421-1425 of the chassis control system 1511 and theinterface modules 1426-1428 of the variant control system 1512.Similarly, the interface module 1425 is connected to both thecommunication network 1661 for the chassis control system 1511 and theto the communication network 1663 for the auxiliary control system 1513(see FIG. 17), and the interface module 1425 is preferably utilized torelay broadcasts of I/O status information back and forth between theinterface modules 1421-1425 of the chassis control system 1511 and theinterface modules 1429-1430 of the auxiliary control system 1513.

The arrangement of FIGS. 21-24 is advantageous because it provides afast and efficient mechanism for updating the I/O status information1848 stored in the data memory 1834 of each of the interface modules1420. Each interface module 1420 automatically receives, at regularintervals, complete I/O status updates from each of the remaininginterface modules 1420. There is no need to transmit data request(polling) messages and data response messages (both of which requirecommunication overhead) to communicate information pertaining toindividual I/O states between individual I/O modules 1420. Although moreI/O status data is transmitted, the transmissions require less overheadand therefore the overall communication bandwidth required is reduced.

This arrangement also increases system responsiveness. First, systemresponsiveness is improved because each interface module 1420 receivescurrent I/O status information automatically, before the information isactually needed. When it is determined that a particular piece of I/Ostatus information is needed, there is no need to request thatinformation from another interface module 1420 and subsequently wait forthe information to arrive via the communication network 1661. The mostcurrent I/O status information is already assumed to be stored in thelocal I/O status table 1520. Additionally, because the most recent I/Ostatus information is always available, there is no need to make apreliminary determination whether a particular piece of I/O statusinformation should be acquired. Boolean control laws or other controllaws are applied in a small number of steps based on the I/O statusinformation already stored in the I/O status table 1520. Conditionalcontrol loops designed to avoid unnecessarily acquiring I/O statusinformation are avoided and, therefore, processing time is reduced.

It may also be noted that, according to this arrangement, there is noneed to synchronize the broadcasts of the interface modules 1420. Eachinterface module 1420 monitors the communication network 1661 todetermine if the communication network 1661 is available and, if so,then the interface module broadcasts the I/O status information forlocal I/O devices 1441 and 1451. (Standard automotive communicationprotocols such as SAE J1708 or J1939 provide the ability for each memberof the network to monitor the network and broadcast when the network isavailable.) Although it is desirable that the interface modulesrebroadcast I/O status information at predetermined minimum intervals,the broadcasts may occur asynchronously.

The technique described in connection with FIGS. 21-24 also provides aneffective mechanism for detecting that an interface module 1420 has beenrendered inoperable, for example, due to damage incurred in combat. Asjust noted, the interface modules 1420 rebroadcast I/O statusinformation at predetermined minimum intervals. Each interface module1420 also monitors the amount of time elapsed since an update wasreceived from each remaining interface module 1420. Therefore, when aparticular interface module 1420 is rendered inoperable due to combatdamage, the inoperability of the interface module 1420 can be detectedby detecting the failure of the interface module 1420 to rebroadcast itsI/O status information within a predetermined amount of time.Preferably, the elapsed time required for a particular interface module1420 to be considered inoperable is several times the expected minimumrebroadcast time, so that each interface module 1420 is allowed acertain number of missed broadcasts before the interface module 1420 isconsidered inoperable. A particular interface module 1420 may beoperable and may broadcast I/O status information, but the broadcast maynot be received by the remaining interface modules 1420 due, forexample, to noise on the communication network.

This arrangement also simplifies the operation of the data logger 1485and automatically permits the data logger 1485 to store I/O statusinformation for the entire control system 1412. The data logger 1485monitors the communication network 1661 for I/O status broadcasts in thesame way as the interface modules 1420. Therefore, the data logger 1485automatically receives complete system updates and is able to storethese updates for later use.

As previously noted, in the preferred embodiment, the interface modules1423 and 1425 are used to transmit I/O status information between thevarious control systems 1511-1513. In an alternative arrangement, theinterface module 1429 which is connected to all three of thecommunication networks 1661-1663 could be utilized instead. Althoughless preferred, the interface module 1429 may be utilized to receive I/Ostatus information from each of the interface modules 1421-1428 and1430, assemble the I/O status data into an updated I/O status table, andthen rebroadcast the entire updated I/O status table 1520 to each of theremaining interface modules 1421-1428 and 1430 at periodic or aperiodicintervals. Therefore, in this embodiment, I/O status information for theall of the interface modules 1420 is routed through the interface module1429 and the interface modules 1420 acquire I/O status information fornon-local I/O devices 1440 and 1450 by way of the interface module 1429rather than directly from the remaining interface modules 1420.

From the foregoing description, a number of advantages of the preferredmilitary vehicle control system are apparent, some of which have alreadybeen mentioned. First, the control system is constructed and arrangedsuch that failure at a single location does not render the entirevehicle inoperable. The control system has the ability to dynamicallyreconfigure itself in the event that one or more interface modules arelost. By avoiding the use of a central control unit that is fixed at onelocation, and using a moving central control unit, there is no singlepoint failure. If a master interface modules fails, another interfacemodule will assume the position of the central control unit.

Additionally, because the interface modules are interchangeable, if oneinterface module is damaged, it is possible to field service the controlsystem by swapping interface modules, obtained either from within thevehicle itself or from another vehicle, even if the other vehicle is notthe same variant type. This allows the effectiveness of the militaryvehicle to be maximized by allowing undamaged interface modules to beutilized in the most optimal manner.

The use of the control system 1412 in connection with multipurposemodular vehicles is also advantageous. When the variant module ismounted to the chassis, all that is required is to connect power, groundand the communication network. Only one connector is required for all ofthe different types of variants. This avoids the need for a separateconnector on the chassis for each different type of variant module,along with the additional unutilized hardware and wiring, as hasconventionally been the approach utilized.

Moreover, since every interface module has a copy of the applicationprogram, it is possible to test each interface module as an individualunit. The ability to do subassembly testing facilitates assembly of thevehicle because defective mechanisms can be replaced before the entirevehicle is assembled.

Finally, the advantages regarding flexibility, robustness, ease of use,maintainability, and so on, that were discussed above in connection withfire fighting vehicles also apply to military vehicles. For example, itis often desirable in military applications to provide vehicles withconsoles for both a left-hand driver and a right-hand driver. Thisoption can be implemented without complex wiring arrangements with thepreferred control system, due to the distributed data collection and theintelligent processing of information from input devices. Likewise,features such as “smart start” (in which vehicle starting is controlledautomatically to reduce faulty starts due to operator error) can beimplemented by the control system without any additional hardware.

C. Electric Traction Vehicle

Referring now to FIGS. 25-29, one embodiment of a control system for anelectric traction vehicle 1910 is shown. An electric traction vehicle isa vehicle that uses electricity in some form or another to provide allor part of the propulsion power of the vehicle. This electricity cancome from a variety of sources, such as stored energy devices relying onchemical conversions (batteries), stored electrical charge devices(capacitors), stored energy devices relying on mechanical stored energy(e.g. flywheels, pressure accumulators), and energy conversion products.A hybrid electric vehicle is an electric traction vehicle that uses morethan one source of energy, such as one of the electrical energy storagedevices mentioned above and another source, such as an internalcombustion engine. By having more than one source of energy someoptimizations in the design can allow for more efficient powerproduction, thus one can use power from different sources to come upwith a more efficient system for traction. The disclosure herein can beused to implement electric vehicles in general and/or hybrid electricvehicles in particular. The electric vehicle 1910 can implement any ofthe other vehicle types described herein (e.g., fire fighting vehicle,military vehicle, snow blower vehicle, refuse-handling vehicle, concretemixing vehicle) as well as others not described herein. Thus, thefollowing teachings regarding the electric vehicle system may becombined with any/all of the teachings contained herein.

The electric traction vehicle 1910 preferably comprises a vehicleplatform or vehicle support structure 1912, drive wheels 1914, a powersource or principal power unit 1916, a power storage unit 1922, electricmotors 1928, servo or drive controllers 1930, an energy dissipationdevice 1932, and interface modules 1934. The vehicle 1910 furthercomprises a control system with a plurality of input and output deviceswhich vary depending on the application for which the vehicle 1920 isused. For example, if the vehicle 1910 is a fire truck, then the vehicle1910 has input and output devices such as those described in connectionwith FIGS. 1-13 in connection with the fire truck 10. Except to theextent that different I/O devices are used, the control system may bethe same as the control system 1412 as described in FIGS. 14-24 and isused to receive inputs from these input devices and control these outputdevices. The interface modules 1934 are part of this control system andpreferably are constructed and operate in the same manner as theinterface modules 1420 as described above. Specifically, each interfacemodule 1934 preferably processes its own inputs and outputs based on I/Ostatus information received via I/O status broadcasts from the otherinterface modules 1934.

Interconnecting the interface modules 1934 on the electric tractionvehicle 1910 is a communication network 1976 and an AC power busassembly 1942 through which the vehicle and its various functions arecontrolled and operated. The communication network 1976 corresponds tothe communication network 60 of FIG. 2 in the case of an electric firetruck vehicle and to the communication network 1460 in the case of aelectric military vehicle. The communication network 1976 is used tocommunication I/O status information between the interface modules 1934.The AC bus assembly 1942 is a power transmission link and corresponds tothe power transmission link 102 of FIG. 2 in the case of an electricfire truck vehicle and to the power transmission link 1502 of FIG. 15 inthe case of an electric military vehicle. Also connected to the AC busassembly 1942 are the principal power unit 1916, the power storage unit1922, and the energy dissipation device 1932. The interface modules 1934include rectifier circuitry to convert AC power from the AC bus assembly1942 to DC power for output devices such as LED indicators. Also, it maybe noted that the AC power is also provided directly to the drivecontrollers 1930, which operate under the control of the interfacemodules 1934. It is also contemplated that wireless communicationbetween the interface modules 1934 and the various modules 1984 can beachieved including communication of signals 1974 via radio waves,microwaves, and fiber optical paths including relay via satellite to acentral command center.

With reference to FIGS. 32A-32B, it may be noted that manycommercially-available servo drive controllers may be network-enabledand therefore an option exists as to the manner in which the interfacemodules 1934 are connected to the drive controllers 1930. Thus, in FIG.32A, each interface module 1934 is connected to one or more drivecontrollers 1930 by way of dedicated communication links for hardwiredcontrol of the drive controllers 1930. In the illustrated embodiment,three digital links and one analog link are shown for each drivecontroller 1930 representing, for example, a stop/run output, aforward/reverse output, a generation/regeneration output, and a variabletorque-command (0-100%) output from the interface module 1934. Asindicated in FIG. 25, power from the AC bus assembly 1942 is preferablyprovided directly to the drive controllers 1930 (rather than through theinterface modules 1934), and therefore each of the dedicatedcommunication links is used to transmit only information and not power.Each interface module 1934 is then connected to the communicationnetwork 1976 which, in FIG. 32A, is implemented as two separate networks(e.g., a network dedicated for use with the interface modules 1934, anda separate J1939 network to connect to the electronic control units forthe engine, transmission, anti-lock brake and central tire inflationsystems).

In FIG. 32B, each interface module 1934 is connected to one or moredrive controllers 1930 by way of a communication network for networkcontrol of the drive controllers 1930. The same information may betransmitted as in FIG. 32A except that the information is transmitted byway of the communication network. Because the AC bus assembly 1942 isconnected directly to the drive controllers 1930, there is no need totransmit power from the interface modules 1934 to the drive controllers1930. Each interface module 1934 is then connected to the communicationnetwork 1976. If only two network ports are included on the interfacemodules 1934, then information obtained from the electronic controlunits for the engine, transmission, anti-lock brake and central tireinflation systems may be obtained from other interface modules (notshown) connected to a J1939 network. Alternatively, the interfacemodules 1934 may be provided with a third network port.

The electric motors 1928 are appropriately sized traction motors. Anexemplary embodiment of an electric traction vehicle 1910 employs an AC,three phase induction electric motor having a simple cast rotor, machinemount stator and sealed ball bearings. An induction motor is preferredbecause it avoids brushes, internal switches and sliding contactdevices, with the rotor being the only moving part of the tractionmotor. Control of the electric motor 1928 is achieved by the interfacemodule 1934 through the drive controller 1930 which is coupled to themotor 1928. The torque output of the motor 1928 is adjusted based oninputs received from the operator and transmitted to the interfacemodule 1934 over the communication network 1976.

The drive wheels 1914 are rotatably mounted on the vehicle platform 1912with an electric motor 1928 coupled to at least one wheel 1914. In oneembodiment, the drive wheels 1914 are each be coupled to respectiveelectric motors 1928, which in turn are each coupled to respective drivecontrollers 1930, which in turn are coupled to respective interfacemodules 1934.

Various embodiments of an electric traction vehicle 1910 are based onthe number of wheels 1914 that are driven on the vehicle 1910. Forinstance, one embodiment includes a drive wheel 1914 coupled to anelectric motor 1928, which in turn is coupled to a drive controller1930, which in turn is coupled to an interface module 1934, which inturn is coupled to other interface modules (for other vehicle I/O) byway of the communication network 1976. The vehicle can also include fourdrive wheels 1914 coupled to four respective electric motors 1928, whichin turn are coupled to four respective drive controllers 1930, which inturn are coupled to four respective interface modules 1934, which inturn are coupled to other interface modules and to each other by way ofthe communication network 1976. In the embodiment of FIG. 1, eight drivewheels 1914 are coupled to eight respective electric motors 1928, whichin turn are coupled to eight respective drive controllers 1930, which inturn are coupled to eight respective interface modules 1934, which inturn are coupled to other interface modules and to each other by way ofthe communication network 1976. Other configurations may also be used,and the ratio of motors, wheels, servo drives and interface modules neednot be one-to-one relative to each other. Thus, for example, eachinterface module 1934 may control one wheel, one axle, a tandem set ofaxles, or other set of wheels. As described in greater detail below, thevehicle 1910 can also include pairs of drive wheels 1914 which aredriven in tandem by a respective one of the plurality of electric motors1928. Typically, at least two of the wheels are steerable.

The torque output of each motor 1928 is adjusted to meet therequirements established in the associated interface module 1934 fromthe I/O status information. The electric motors 1928 may operate toproduce electric torque to drive the drive wheels 1914 or may operate ina regenerative braking mode to provide power to the power storage unit1922, as determined by inputs received from an operator of the electrictraction vehicle 1910.

The electric traction vehicle 1910 can be configured with one or moremodular independent coil spring suspensions for steerable andnon-steerable wheel assemblies and driver and non-driver axles. Detailsof such modular independent coil spring suspensions can be found in U.S.Pat. Nos. 5,538,274, 5,820,150, and 6,105,984 incorporated herein bythis reference, which are assigned to the assignee of the presentinvention.

The principal power unit 1916 and the power storage unit 1922 aremounted on the vehicle platform 1912. As previously noted, the principalpower unit 1916 provides power for multiple electric motors 1928 coupledto individual drive wheels 1914. This simplifies the transmission ofpower to the wheels 1914 as compared to a non-electric vehicle byeliminating the torque converter, transmission, transfer case, and driveshafts. Further, because multiple electric motors 1928 are used, thehorse power requirements of each electric motor 1928 are such thatstandard commercially available electric motors may be used even in thecase of a heavy duty military vehicle.

The principal power unit 1916 includes a prime mover or engine 1918coupled to a generator or alternator 1920. The prime mover 1918 can be agas turbine or an internal combustion engine. The principal power unit1916 can also be a fuel cell or a nuclear power device. The fuel cellmay for example be a hydrogen-oxygen fuel cell that produces electricalpower in the process of a chemical reaction that combines oxygen andhydrogen to create water. If a DC source is used, an inverter may beused to convert DC power from the DC source to AC power for the AC busassembly 1942. In one embodiment, the prime mover 1918 is a dieselengine. The prime mover 1918 may be operated at variable RPMs to providevarying power output from the principal power unit 1916 to the AC powerbus assembly 1942. For example, in one embodiment, initial power fordriving the electric motors 1928 (e.g., when the operator provides asudden acceleration input) may be provided by the power storage unit1922. At the same time, the speed of the engine is increased so that theengine can provide the power to the electric motors 1928. Once theengine is up to speed, the engine may be used to provide most or all ofthe power to the electric motors 1928. Thus, the control system may beused to provide variable power output from the principal power unit 1916to the AC bus assembly 1942. Operating the diesel engine at a variablespeed provides additional fuel efficiency since the engine is typicallyoperating at high RPMs only when the electric motors 1928 need theadditional power. In situations where the power in the power storageunit 1922 is becoming low, then the engine may operate at higher RPMsfor a sufficient amount of time to recharge the power storage unit 1922regardless of whether the electric motors 1928 need the additionalpower. In another embodiment, the engine may be configured to operate ata constant optimized RPM (e.g., 1800 RPM, etc.).

The generator/alternator 1920 is preferably a synchronous generatorproducing 460 to 480 volts, three phase, AC 60 Hz power for the electrictraction vehicle 1910. However, it is contemplated that different sizedgenerators or alternators can be coupled to the prime mover for togenerate either higher or lower electrical power. For instance, a singlephase system can be utilized or a system that generates 720 volt powersystem can be used or a system that operates at a frequency other than60 Hz, such as 50 Hz which is typical in European countries. It is alsocontemplated that the power generated by the principal power unit 1916can be modified by appropriate auxiliary modules such as a step-downtransformer to provide power to operate ancillary equipment on orassociated with the electric traction vehicle 1910 such as pumps,instruments, tools, lights, and other equipment.

The AC bus assembly 1942 includes a plurality of phase conductors 1944.A first conductor 1946 having a first end 1948 and second end 1950together with a second conductor 1952 having a first end 1954 and asecond end 1956 can be configured together with a neutral 1964 toprovide single phase power in one embodiment of the vehicle 1910. Athird conductor 1958 having a first end 1960 and a second end 1962 canbe used in conjunction with the first conductor 1946 and the secondconductor 1952 to provide three phase power as shown in FIG. 1. Theconductors 1944 can be stranded metal wire such as copper or aluminumsized and clad to transmit the power generation contemplated in thevehicle 1910 design. The conductors 1944 can also be solid metal bars,generally referred to as bus bars, composed of appropriate clad metals,such as copper or aluminum, as will be appreciated by one ordinarilyskilled in the art.

Also connected to the AC power bus assembly 1942 is the power storageunit 1922, as previously mentioned. The power storage unit 1922 includesan electric power converter 1924 and an energy storage device 1926. Thepower storage unit 1922 can be configured to provide electric powerabove and beyond that provided by the principal power unit 1916. Theenergy storage device 1926 can be electric capacitors, storagebatteries, a flywheel, or hydraulic accumulators. The electric powerconverter 1924 can be configured to convert the AC power generated bythe principal power unit 1916 to DC power and transfer such convertedpower to the storage device 1926. The electrical power converter 1924can also convert the energy stored in the energy storage device 1926back to AC power to augment and supplement the AC power generated by theprincipal power unit 1916 over the AC power bus assembly 1942.Applicants have determined that additional horsepower of short-termpower can be provided into the AC power bus assembly 1942 over the phaseconductors 1944 by discharge of an on-board capacitor or battery pack(energy storage device 1926) under control of the power storage unit1922. (Depending on the application, the additional power may be in therange of 100-600 or more horsepower, such as 200-300 horsepower.) In oneembodiment, the energy storage device 1926 is formed of a bank ofultracapacitors. These devices provide a high electrical energy storageand power capacity and have the ability to deliver bursts of high powerand recharge rapidly from an electrical energy source/sink over hundredsof thousands of cycles.

An advantage constructing the energy storage device 1926 of capacitorsis that capacitors are relatively easy to discharge. Therefore, it ispossible to discharge the energy storage device 1926 when maintenance isto be performed on the vehicle 1910 to avoid electrocution ofmaintenance personnel. In FIG. 25, the power storage unit 1922(including the energy storage device 1926) operates under the control ofone of the interface modules 1934. In one embodiment, the interfacemodule 1934 is used to discharge the energy storage device responsive tooperator inputs. For example, a capacitor discharge switch may beprovided in the cab of the vehicle 1910 and/or near the energy storagedevice 1926 and coupled to a nearby interface module 1934. When theoperator activates the switch, the interface modules 1934 cooperateresponsive to ensure that no electrical power is being coupled to the ACbus assembly 1942 by the generator 1920 and any other power generatingdevices, such that the energy storage device 1926 is the only powersource coupled to the AC bus assembly 1942 (e.g., when the prime moveror engine 1918 is not moving or is not coupled to the AC bus assembly1942, the generator 1920 does not provide electrical power to the AC busassembly 1942). Therefore, any stored electrical power in the energystorage device 1926 dissipates to power consuming devices that arecoupled to the AC bus assembly 1942. A variety of power consumingdevices may be provided for this purpose. For example, an energydissipation device 1932 (described in greater detail below) may be usedfor this purpose. The dissipating capacity (e.g., resistor size andpower ratings) of the energy dissipation device may be determined as afunction of the desired amount of discharge time. Other power consumingdevices already coupled to the AC bus assembly 1942, such as an enginecooling fan, may also be used. In this configuration, the interfacemodule 1934 to which the engine cooling fan is connected turns on theengine cooling fan when it is determined that the operator input at thecapacitor discharge switch has been received.

The power storage unit 1922 may be coupled to the communication network1976 and controlled by the interface module 1934. The combinedelectrical power from the principal power unit 1916 and the powerstorage unit 1922 will all be available on the AC power bus assembly1942 for use by the electric motors 1928 or by any other module 1984 orauxiliary module 1986 as determined by the operator at the userinterface 1936 of the interface module 1934.

In operation, the power storage unit 1922 receives power from theprincipal power unit 1916 over conductors 1944 of the AC power busassembly 1942. The power received is converted into the appropriateenergy mode required by the energy storage device 1926 and maintained inthe energy storage device 1926 until required during the operation ofthe vehicle 1910. If the principal power unit 1916 is not functioningfor any reason, the energy in the power storage unit can be utilized tooperate, for a given period of time, the vehicle 1910 or any of themodules 1984 or auxiliary modules 1986 mounted on the vehicle 1910. Inthe context of a military vehicle, the power storage unit 1922 may alsobe used in stealth modes of operation to avoid the noise associated withthe prime mover (e.g., diesel engine) 1918 and the generator 1920.

Energy storage recharge of the power storage unit 1922 by the principalpower unit 1916 begins automatically and immediately after the vehicle1910 arrives at its destination and continues during the vehicle'sreturn run to its original location. The state of charge of the powerstorage unit 1922 may be maintained between missions by a simple plugconnection to a power receptacle in the vehicle's garage or storagelocation, which receptacle will automatically disconnect as the vehicle1910 leaves such site. The power storage unit 1922 can also receiveenergy generated by the electric motors 1928 when the motors areconfigured in a regeneration mode in which case they function as agenerator. Such functionality is utilized in a braking procedure for thevehicle as determined by the operator at a user interface 1936 (see FIG.26). The electric motor 1928 and AC power bus assembly 1942 can also beconfigured to regenerate power back to the principal power unit 1916.

As shown in FIG. 26, the vehicle 1910 can also serve as an on-site powersource for off-board electric power consuming devices 1951. For example,in the context of a military vehicle, the vehicle 1910 can serve as amobile electric generator. When the vehicle is stationary, the electricmotors 1928 consume substantially zero power. Therefore, electric powerthat would otherwise be used to drive movement of the vehicle 1910 canbe supplied to off-board equipment. In the context of an ARFF vehicle,if an airport loses electricity due to a failure in the power grid, anARFF vehicle that implements the system described herein can be used togenerate power for the airport by connecting the power bus for theairport to the AC bus assembly 1942 through the use of a suitableconnector. Likewise, at the scene of a fire, the AC bus assembly 1942can be used to provide power for scene lighting. In one preferredembodiment, the power generating capacity of the vehicle 1910 is in theneighborhood of about 500 kilowatts of electricity, which is enough topower approximately 250-300 typical homes. Depending on the size of thevehicle 1910 and the principal power unit 1916, the power generatingcapacity may be smaller (e.g., 250 kilowatts) or larger (e.g., 750kilowatts). Additionally, because the AC bus assembly 1942 provides480V, three phase, AC 60 Hz power, which is commonly used in industrialsettings, there is no need to convert the power from the AC bus assembly1942. In this regard, in FIG. 26, the off-board power-consuming devices1951 are shown not to be connected to the communication network 1976,because the power provided by the AC bus assembly 1942 can be providedto a variety of standard devices, including devices which are notspecifically designed for use with the vehicle 1910.

In one embodiment, an energy dissipation device 1932 is coupled to theAC bus assembly 1942 and the communication network 1976. If it isdetermined that the principal power unit 1916 or the electric motors1928 or any other auxiliary module 1986 generating too much power or arenot utilizing sufficient power, the excess power can be dissipatedthrough the energy dissipation device 1932. An example of an energydissipation device 1932 is a resistive coil that may be additionallycooled by fans or an appropriate fluid. Another example of an energydissipation device 1932 is a steam generator which utilizes excess heatgenerated in the vehicle to heat water to produce steam. Another exampleof an energy dissipation device is to have the system back feed thegenerator to act as a motor and use the engine as an air pump to pullpower out of the system. The energy dissipation device, for example, maybe used during regenerative braking when the level of charge in thecapacitor bank forming the energy storage device 1926 is near its peak.

Referring now to FIG. 27, selected aspects of the vehicle 1910 of FIG.25 are shown in greater detail. The vehicle 1910 further comprises anoperator interface 1973 which includes a throttle pedal 1975, brakepedal 1977, shift control 1979, and steering wheel 1981. In FIG. 27,these input devices are shown as being connected to a common interfacemodule 1934 which is connected to the communication network 1976 alongwith the interface modules 1934 coupled to the electric motors 1928(only one of which is shown in FIG. 26). Although the input devices1975-1981 are shown as being coupled to a common interface module, theinput devices may also be coupled to different interface modules. Theoperator interface may also receive inputs from other input devices toraise or lower the vehicle, lock the suspension, control a load-handlingsystem, and control vehicle operation in stealth modes of operation(e.g., operating exclusively on the power storage unit 1922). Inaddition to the operator interface 1973 one or more displays 2081, 2082may also be provided that displays information to the operator such asspeed, charge level of the storage unit 1922, generator efficiency,direction of travel, alarm status, fuel economy, temperatures,pressures, and data logging information.

In one embodiment, each interface module 1934 receives the I/O statusinformation from the operator interface 1973. For those interfacemodules that are connected to a respective drive controller 1930 andelectric motor 1928, the I/O status information from the operatorinterface 1973 is processed to provide control signals to control theelectric motor 1928. This process is shown in FIG. 27.

Referring now to FIG. 28, at step 2010, throttle, brake, shift, andsteering inputs are received from the operator at the interface module1934 which is connected to the operator interface 1973. At step 2012,the throttle, brake, shift and steering inputs are transmitted by way ofthe communication network 1976 (during I/O status broadcasts aspreviously described). At step 2014, this information is received ateach of the remaining interface modules 1934. At step 2016, theinterface modules 1934 that control the electric motors 1928 use thethrottle, brake, shift and steering inputs to control the electricmotors 1928. To this end, the interface modules 1934 determine a speedor torque command and provide this command to the drive controller 1930.Other information, such as vehicle weight, minimum desired wheel speed,wheel slip control parameters, and other information may also be used.Although the vehicle 1910 does not include a mechanical transmission,the shift input from the shift input device 1979 may be used to causethe electric motors 1928 to operate at different operating pointsdepending on a status of the shift input device, with each of theoperating points corresponding to different torque productioncapabilities (or different tradeoffs between vehicleresponsiveness/acceleration capability and motor efficiency).

Each interface module 1934 preferably includes a number of controlsubprograms, including a subprogram 1983 for differential speed control,a subprogram 1985 for regenerative brake control, a subprogram 1987 forefficiency optimization control, and a configuration interface 1989.These programs provide for further control of the torque/speed commandgiven by each interface module 1934 to the respective drive controller1930.

The differential speed control program 1987 accepts the steering angleas an input and controls the motor speed of each motor 1928 such thatthe wheels 1914 rotate at slightly different speeds during vehicleturning maneuvers. The differential speed control program 1987 is anelectronic implementation of a mechanical differential assembly. Thesteering angle input may also be used by another interface module 1934to control a steering mechanism of the vehicle 1910 to thereby control adirection of travel of the vehicle 1910. Preferably, steering controltakes into account other I/O status information (such as vehicle speed)and is optimized to avoid vehicle slippage (“scrubbing”) during turnmaneuvers. The differential speed control program 1987 monitors motortorque output along with other system parameters such that the speeddifference between motors does not go above a predefined limit. This canbe controlled both side by side and front to back and combinations ofboth. By commanding torque and monitoring and adjusting for speeddifference, optimal tractive force can be put to ground in any tractioncondition.

Regenerative brake control program 85 controls the motor 1928 such thatthe motor provides a braking action to brake the vehicle 1910 inresponse a regeneration/auxiliary signal is received. For example, asignal may be received from a brake pedal request (the brake pedal 1977is pressed), no TPS count, or other user controlled input/switch. Thiscauses the motor 1928 to act as a generator to regenerate power back tothe power storage unit 1922 or the principal power unit 1916 via the ACbus assembly 1942. In addition to regenerative braking, a standardanti-lock brake system is also used.

The efficiency optimization control program 87 controls motor speed andtorque conditions to allow a first subset of the motors 1928 to operateat an optimal power for a particular speed, and a second subset of themotors 1928 to operate in a regenerative mode. Having one set of motorsoperate 1928 at an optimal power for a particular speed and a second setof motors 1928 operate in a regenerative mode is more efficient anddraws less net power than having all of the motors 1928 operating at anon-optimal speed. Alternative power matching schemes may also be usedin which optimum efficiency for some of the motors 1928 is reached byhaving some of the remaining motors 1928 operate in a non-torqueproducing mode.

Configuration interface program 1989 allows for reconfiguration of thevehicle 1910 depending on which types of auxiliary modules are mountedto the vehicle 1910. The configuration program 1989 detects what type ofauxiliary modules are connected to the vehicle, and adjusts theconfiguration of the control program executed by the interface modules1934 to take into account the particular configuration of the vehicle1910 as determined by which auxiliary modules are present.

In particular, in one embodiment, the principal power unit 1916, thepower storage unit 1922, and the energy dissipation device 1932 areprovided as auxiliary modules 1984 that are removably mounted on thevehicle platform and are removably connected to the communicationnetwork 1976 and the AC bus assembly 1942 by way of a suitable connectorassembly. Other auxiliary modules 1986 may also be provided. Anauxiliary module 1986 can be any type of equipment or tool required orassociated with the function and operation of the vehicle 1910. Forexample, the auxiliary module can be a pump, a saw, a drill, a light,etc. The auxiliary module 1986 is removably connected to thecommunication network 1976 and the AC bus assembly 1942. A junction 1988is used to facilitate the connection of the modules to the communicationnetwork 1976 and the AC power bus assembly 1942 and multiple junctions1988 are located at convenient locations throughout the vehicle 1910.The junctions 1988 can accommodate various types of connections such asquick connectors, nuts and bolts, solder terminals, or clip terminals orthe like. The junction 1988 can include a connector to accommodateconnection to the communication network 1976 and/or the AC bus assembly1942. Additional auxiliary modules can be added to the vehicle 1910 ascircumstances and situations warrant.

In the preferred embodiment, and as shown in FIG. 29, auxiliary drivemodules 1953 are used that each include a respective one of the drivewheels 1914, a respective one of the electric motors 1928, a respectiveone of the drive controllers 1930, and a respective one of the interfacemodules 1934. Like the other auxiliary modules discussed above, theauxiliary drive modules 1953 are capable of being removed, replaced, andadded to the vehicle 1910. To this end, each auxiliary drive moduleincludes an electrical connector that mates with a compatible electricalconnector one the vehicle platform 1912 and a mechanical mounting system(e.g., a series of bolts) that allows the auxiliary drive module 1953 tobe quickly mounted to or removed from the vehicle 1910. The electricalconnector connects the interface module 1934 to a communication network1976 and connects the drive controller 1930 to the AC bus assembly 1942.Therefore, if one auxiliary drive module 1953 malfunctions, theauxiliary drive module 1953 can be removed and replaced with a properlyfunctioning auxiliary drive module 1953. This allows the vehicle 1910 toreturn immediately to service while the inoperable drive module isserviced. This arrangement also allows the same vehicle to be providedwith different drive capacities depending on intended usage. Forexample, under one usage profile, the vehicle 1910 may be provided withfour auxiliary drive modules 1953. Under a second usage profile, thevehicle 1910 may be provided with two additional auxiliary drive modules1953′ for extra drive capacity. Additionally, the vehicle platform 1912is preferably a generic vehicle platform that is used with severaldifferent types of vehicles having different application profilesrequiring different drive capacities. In this regard, it may also benoted that the principal power unit 1916 is also capable of beingremoved and replaced with a principal power unit 1916 with a largerelectric generation capacity. This feature is therefore advantageous inthat auxiliary drive modules 1953 are capable of being added to andremoved from the vehicle as a unit to achieve a corresponding increaseor decrease in the drive capacity of the vehicle 1910, thereby givingthe vehicle 1910 a reconfigurable drive capacity. As previouslyindicated, the system can be configured to have one of the interfacemodules 1934 control a single drive wheel-1914, an entire axle assembly(one or two motor configuration) as well as a tandem axle assembly (oneand two motor axle configurations), as well as other permutations andcombinations.

Referring to FIG. 30, FIG. 30 shows the operation of the configurationprogram 1989. At step 2020, it is detected that there has been a changein vehicle configuration. The auxiliary module may be any of theauxiliary modules described above. Step 2020 comprises detecting that anauxiliary module has been added in the case of an added auxiliarymodule, and comprises detecting that an auxiliary module has beenremoved in the case of a removed auxiliary module. If an auxiliarymodule has been rendered in operable (e.g., one of the electric motors1928 has failed), then step 2020 comprises detecting that the inoperableauxiliary module has failed.

At step 2022, the configuration change is characterized. For example, ifan auxiliary module has been added or removed, the type and location ofthe added/removed auxiliary module is determined. If one auxiliarymodule has been replaced with another auxiliary module, the location atwhich the change was made as well as the module type of the added andremoved auxiliary modules is determined. In the case where the auxiliarymodule comprises an interface module 1934, the different characteristicsof the different auxiliary modules may be stored in the respectiveinterface modules 1934. As a result, step 2022 may be performed byquerying the interface module 1934 of the removed auxiliary module(before it is removed) and by querying the interface module of the addedauxiliary module.

At step 2024, the vehicle 1910 is reconfigured to accommodate the addedauxiliary drive module. Step 2024 comprises updating control algorithmsin the interface modules 1934. For example, if two auxiliary drivemodules are added, the control algorithms may be updated to decrease thehorsepower produced by the original motors 1928 in response to aparticular throttle input to take into account the additional horsepowerprovided by the added electric motors 1928. Alternatively, if one of theelectric motors 1928 fails or is otherwise rendered inoperable, then theupdating compensates for less than all drive wheels being driven bycausing the remaining electric motors to be controlled to provideadditional horsepower. This gives the vehicle 1910 different modes ofoperation, for example, a first mode of operation in which the electricmotors are controlled such that all of the plurality of drive wheels aredriven, and a second mode of operation in which the electric motors arecontrolled such that less than all of the plurality of drive wheels aredriven.

At step 2026, a confirmation is sent to the operator of the vehicle 1910via a display of the operator interface 1973 to confirm that the vehiclehas been reconfigured. It may also be desirable to transmit thisinformation to other systems. For example, one of the interface modules1934 may be provided with a wireless modem, and the change inconfiguration information may be transmitted wireless to an off-boardcomputer using a radio frequency (RF) communication link. Indeed, any ofthe information stored in any of the interface modules or any of theother vehicle computers (e.g., engine control system, transmissioncontrol system, and so on) may be transmitted to an off-board computersystem in this manner to allow off-board vehicle monitoring and/oroff-board vehicle troubleshooting. The transfer of information may occurthrough a direct modem link with the off-board vehicle computer orthrough an Internet connection.

Thus, the vehicle 1910 has a modular construction, with the principalpower unit 1916, the power storage unit 1922, the energy dissipationdevice 1932, the auxiliary drive modules 1953, other drive modules 1984and 1986, and so on, being provided as modules that can be easily addedto or removed from the vehicle. Any number of such modules can be addedand is limited only by the extent to which suitable locations whichconnections to the communication network and AC bus assembly 1942 existon the vehicle 1910. Once such a device is added, the control system isautomatically reconfigured by the interface modules 1934.

FIG. 25 illustrates the wheels 1914 being driven directly by an electricmotor 1928 through an appropriate wheel-end reduction assembly 1982 ifnecessary. Referring now to FIGS. 31A-31B, a wheel-end reductionassembly 1982 can also couple the wheels 1914 to a differential assembly1978 via drive shafts. A plurality of wheel-end reduction assemblies1982 can couple the wheels 1914 to their respective electric motors1928. Another embodiment of the vehicle 1910 includes a differentialassembly 1978 coupled to the electric motor 1928 for driving at leasttwo wheels 1914 as shown in FIG. 31A. Additional differential assemblies1978, such as three assemblies 1978, with each differential assemblycoupled to an electric motor 1928 for driving at least two wheels, canalso be configured in the vehicle 1910.

Referring to FIG. 33, another embodiment of the control system for theelectric traction vehicle 1910 is shown. In this embodiment, the controlsystem for the electric traction vehicle 1910 includes a number ofsub-control systems which together form the overall control system. Thesub-control systems include a chassis control system 2104, a propulsioncontrol system 2105, an auxiliary control system 2106, a cooling controlsystem 2107, and an engine control system 2108. In one embodiment, oneor more of the control systems 2104-2108 may be provided as stand alonecontrol systems which may be purchased from an outside vendor as part ofa package which includes the components which are controlled using thecontrol system. For example, the cooling control system 2107 may beprovided with the cooling components which are controlled. Thus, thecooling control system 2107 may require very little if any softwareconfiguration. In other embodiments, the hardware and/or software foreach control system 2104-2108 may be a combination of off the shelfand/or customer hardware and/or software. Also, it should be understood,that additional or fewer control systems may be used in connection withthe electric traction vehicle 1910.

The chassis control system 2104 may be used to control a wide variety ofchassis devices and functions. For example, the chassis control system2104 may be used to control the lights, switches, and a number of otherdevices associated with the chassis. Also, the chassis control system2104 is typically used to receive operator inputs during the operationand use of the electric traction vehicle 1910.

In one embodiment, the chassis control system 2104 includes acommunication network 2112 and a controller module 2114. Input andoutput devices may be coupled to the communication network 2112 using aninterface module 2116 or, alternatively, the input and output devicesmay be directly coupled to the communication network 2112. Typically,devices which are provided with an inherent capability to communicateusing a suitable network protocol (e.g., J1939, etc.) are coupleddirectly to the communication network 2112 whereas devices which areunable to inherently communicate over the network 2112 are coupled to aninterface module 2116 which is capable of communicating over the network2112. Devices which may be coupled to interface modules 2116 include athrottle, brake, shifter, steering wheel, etc.

As shown in FIG. 33, input and output devices which may be coupleddirectly to the communication network 2112 include the instrumentcluster or dash/gauge panel 2118, the driver display 2181, the passengerdisplay 2182, a joystick 2120, data logger 2122, and central tireinflation controller 2124. It should be appreciated that numerous inputand output devices may be coupled to the communication network 2112 withor without the use of interface modules 2116. Thus, the input and outputdevices described herein as being coupled directly to the communicationnetwork 2112 or coupled to the communication network 2112 by way of aninterface module 2116 are intended to be exemplary only. Also, in someembodiments some or all of the interface modules 2116 may be referred toas input modules since they are only coupled to input devices such assensors, etc. In a similar fashion, some or all of the interface modules2116 may be referred to as output modules since they are only coupled tooutput devices such as actuators, valves, etc. The interface modules2116 may be physically the same regardless of whether they are coupledto input devices, output devices, or a combination of both.

One or more of the displays 2181, 2182 may be used to provide feedbackto the driver regarding engine speed, oil pump status, generator status,auxiliary system status (e.g., load handling system status),troubleshooting, asset tracking (e.g., track multiple vehicles in afleet of military vehicles). One or more of the displays 2181, 2182 mayalso serve as a central code repository and server for the overallcontrol system of the electric traction vehicle 1910. For example, thedisplay may be configured to detect new modules that are connected tothe electric traction vehicle 1910 and configure them with the latestcode. Also, when the modules are updated, the code may be disseminatedfrom the display to the remaining modules on the control system. Also,one or more of the displays 2181, 2182 may be connected to a suitablemodem (satellite, GSM, CDMA, or analog phone) in order to allow remotediagnosis and software updates of the control system. Of course, inother embodiments, one of the modules coupled to the network may be usedto update software, detect new modules, etc.

In one embodiment, as explained previously, the interface modules 2116may be configured to provide power to the input and output devicescoupled to the interface modules 2116. For example, the interfacemodules 2116 may be coupled to and configured to provide power to theheadlights, windshield wipers, etc. In another embodiment, the interfacemodules 2116 may be configured to facilitate communication ofinformation to and/or from the input and/or output devices coupled tothe interface modules 2116 without being used to provide power to theinput and/or output devices.

In the embodiment shown in FIG. 33, the controller module 2114 may beused to control the chassis functions of the electric traction vehicle1910. For example, the input information provided by the input devicesis communicated to the controller module 2114 by way of thecommunication network 2112. The controller module 2114 processes theinput information to determine the output state of the various outputdevices coupled to the chassis control system 2104. The controllermodule 2014 transmits commands to modify the output states of thevarious output devices. Thus, in this embodiment, the interface modules2116 are not used to determine the output states of the output devicescoupled to the interface modules 2116. Rather, the interface modules2116 are provided to act as a communication interface between the inputand/or output devices and the communication network 2112. In thismanner, the chassis control system 2104 may be used to control thechassis functions of the electric traction vehicle. It should be noted,that in many respects the operation of the controller module 2114 withrespect to the chassis control system 2104 may be similar to theoperation of the central controller unit 14 in the control system 12 asdescribed in connection with FIGS. 1-11.

Chassis functions that the controller module 2114 may control includeignition switch status, trailer anti-lock brake system, steering,monitor fuel pressure, backup alarm, lighting such as vehicle markerlights, backup lights, high beams, low beams, left and right turnsignals, windshield wipers, etc.

The propulsion control system 2105 includes a communication network2126. Interface modules 2128, anti-lock brake/traction controlcontroller 2130, controller module 2132, controller module 2134, andinterface modules 2116. The interface modules 2116 function in a mannersimilar to interface modules 2116 described in connection with thechassis control system 2104. The controller module 2132 is used tocoordinate the control of the entire electric traction vehicle 1910. Thecontroller module 2132 may be used to provide control commands to theremaining controller modules included in the overall control system ofthe electric traction vehicle. In this manner, the controller module2132 functions as a supervisory controller module over the remainingcontroller modules.

In one embodiment, the controller module 2132 is used to receive controlinformation over the communication networks 2112, 2126 (e.g., operatorinputs, etc.) and process the control information to provide controlinformation in the form of control commands to the interface modules2128. The interface modules 2128 control the electric motors 1928accordingly. In addition to providing control information for theelectric motors 1928, the controller module 2132 may be used to providecontrol commands for the engine 2136, alternator 2138, generator 2140,cooling system 2107, and so on.

The controller module 2132 is also used to control the power source 1916to provide variable power output to the AC bus assembly 1942. Thecontrol system of the electric traction vehicle 1910 may be configuredso that if the power output control information provided to the powersource 1916 by the controller module 2132 were unavailable, the powersource 1916 would provide a constant power output to the AC bus assembly1942. For example, in one embodiment, if the controller module 2132failed, the engine 2136 would operate at a constant RPM (e.g., 1800 RPM)and the generator would provide power output according to the V/Hz curveof the generator. Thus, if a failure in the power distribution andcontrol system occurs which results in the power output controlinformation being unavailable to the power source 1916, the electrictraction vehicle 1910 may still be operated until it is in a locationwhere it can be repaired.

In another embodiment, the interface modules 2128 may be used to controlthe interaction between the operator, generator 2140, and the electricmotors 1928. For example, the interface modules 2128 may be used tocontrol shifting, torque output of the electric motors 1928, braking,regenerative braking, transferring power from the power storage unit1922 or generator 2148 to the electric motors 1928. In FIG. 33, oneinterface module 2128 is used to control two axles (front tandem andrear tandem).

The interface modules 2128 may include a second communication link 2160from the interface module 2116 coupled to the operator interface 1973.The second communication link 2160 may be used to provide criticaloperator inputs such as throttle messages, brake messages, shiftmessages, etc. to the interface modules 2128 when a failure occurs inthe control system. The interface modules 2128 may calculate the requiretorque output of the electric motors 1928 using the operator inputs.This allows the operator to continue to operate the electric tractionvehicle 1910 until it is in a suitable location to be repaired. This maybe an especially desirable feature for military vehicles that aredamaged during a firefight. If the control system is damaged, theoperator can still maneuver the military vehicle away from enemy fire.

Since the interface modules 2128 are configured to be similar to eachother, if one fails the other may be able to take over the functions ofthe failed interface module 2128. However, even in situations where oneor more of the drive wheels and associated axles are inoperable (e.g.,one of the interface modules 2128 fails), the electric traction vehicle1910 may have sufficient power to continue moving until the vehicle 1910is in a suitable location to be repaired.

As shown in FIG. 33, the controller module 2132 is coupled to the enginecontrol system 2108. The engine control system 2108 includes acommunication network 2142 which is used to transmit information betweenthe controller module 2132, the alternator 2138, the engine 2136, andthe generator 2140. Thus, the controller module 2132 is positioned tohave ready access to the propulsion communication network 2126 and theengine communication network 2142.

The controller module 2134 is used to control the power storage unit1922. The controller module 2134 receives information over thecommunication network 2126. The information may include control commandsfrom the controller module 2132, input states of input devices, etc.,which may be used to control the power storage unit 1922. Also, thecontroller module 2134 is coupled to the cooling communication network2144, allowing the controller module 2134 to monitor and receiveinformation regarding the temperature of the various systems on theelectric traction vehicle 1910. The controller module 2134 may use thisinformation to control the power storage unit 1922. In anotherembodiment, the controller module 2134 may be used to passively monitorthe cooling control system 2107. Thus, in case of a failure associatedwith the cooling control system 2107, the controller module 2134 maynotify the remaining modules of the overall control system to takeaction (e.g., shut down various components) to prevent damage to theelectric traction vehicle 1910.

There may be instances where a failure occurs in the power distributionand control system which results in the power storage unit 1922 beingunavailable as a source of power (e.g., controller module 2134 fails).In these instances, the remaining controller modules/interface modulesare configured to compensate for the loss of the power storage unit1922. For example, in one embodiment, the controller module 2132 or theinterface modules 2128 may be configured to account for the reducedpower output at the drive wheels 1914 resulting from the loss of thepower storage unit 1922. By anticipating that less power is available tothe electric motors 1928, the control system is able to avoid damagingthe remainder of the power distribution and control system.

The cooling control system 2107 includes controller module 2146 which isused to control the overall cooling control system 2107. The controllermodule 2146 is configured to have access to the engine control system2142 in order to monitor the cooling parameters associated with theengine 2136, the generator 2140, etc. Also, the controller module 2132can send control commands and other information to the controller module2146. The cooling control system 2107 also includes a number of coolingcontroller modules 2148 which are used to control the cooling ofspecific components of the electric traction vehicle 1910. For example,the cooling controller modules 1948 may be used to control componentssuch as the radiator, the inventors, etc.

In one embodiment, the cooling control system 2107 operates largelyautonomously. Thus, although the cooling control system 2107 is capableof communicating with the propulsion control system 2105, the coolingcontrol system 2107 can function without input from any of the othercontrol systems.

The auxiliary control system 2106 includes a communication network 2150.The auxiliary control system 2106 may be used to control a number ofdevices including those devices that have been mentioned previously. Thedevices controlled by the auxiliary control system 2106 may includethose devices which are permanently coupled to the electric tractionvehicle 1910 (e.g., refuse loading apparatus, fire fighting apparatus,etc.) and devices which are temporarily coupled to the electric tractionvehicle 1910. The devices that may be controlled using the auxiliarycontrol system 2106 may include those devices mentioned previously inthis application such as the palletized load handling system, refusecollection apparatus. The interface modules 2116 may be used as aninterface to communicate information between the input devices such asencoders, etc. and output device such as valves, actuators, etc. of theauxiliary system.

As shown in the embodiment of FIG. 33, the auxiliary control system 2106includes a load handing interface module 2152 which is used to controlthe input and output states of the input and output devices associatedwith the load handling system. For example, the interface module 2152may be used to receive the position of an articulated arm using encodersand manipulate the position of the arm. Also, a suspension controllermodule 2154 is used to control the input and output states of the inputand output devices associated with the suspension system. The suspensioncontroller module 2154 may be used to automatically adjust thesuspension to compensate for various sized loads, changes in the centerof gravity due to a load shift, changes in terrain, etc. Also, theoperator may be able to manually manipulate the suspension of theelectric traction vehicle 1910.

As shown in FIG. 33, the chassis communication network 2112, thepropulsion communication network 2126, and the auxiliary communicationnetwork 2150 are coupled together using a router 2002. The router 2002is used to facilitate communication of information between the variouscontrol systems. In general, the router functions to filter messages onone network from being transmitted to the other networks and/or forwardmessages on one network to another network. In the embodiment shown inFIG. 33, the communication networks 2112, 2126, and 2150 use the samenetwork protocol (e.g., J1939). However, in other embodiments, thecommunication networks 2112, 2126, and 2150 may use different networkprotocols.

In one embodiment, the router may be used to isolate messages sent froma module or device to the communication network the module or device iscoupled to. This may be desirable to prevent message traffic across allof the networks when the information in the message is not needed on theother networks. For example, router 2002 may be configured to confinemessages from the ABS controller module 2130 to the propulsioncommunications network 2126. This may be desirable since messagesrelated to the ABS system may not be need on the chassis control system2104 or the auxiliary control system 2106.

The router 2002 may be configured to filter and/or forward messages in anumber of suitable ways. For example, in one embodiment, the messagessent on the networks may also include the address of the module ordevice that sent the message. Thus, the router 2002 may be configured toprevent all or substantially all of the messages from a particulardevice from being transmitted to the other networks. In anotherembodiment, the router 2002 may be configured to prevent messages whichcontain certain data from being forwarded to any of the other networks.Thus, in addition to filtering messages based on the address of thesender, the messages may also be filtered based on the content of themessage. Likewise, the messages may be forwarded based on the contentand/or address of the messages. For example, messages addressed to aspecific device or module on another network can be forwarded by therouter 2002 to the appropriate network having the device or module. Therouter 2002 may also be configured to forward messages originating froma particular device or module to one or more of the other networks.

The router 2002 may be dynamically configured to filter and/or forwardmessages based on various conditions of the vehicle and/or as specifiedby an operator. For example, a message may be sent to the router 2002 toallow certain messages from a particular module or device oncommunication network 2126 to be routed to the chassis communicationnetwork 2112. This may be desirable to allow the operator to view themessages on the displays 2181, 2182 to assist in diagnosing a problemwith the control system. Also, the router 2002 may be configured toprevent certain messages related to the chassis control system 2104 frombeing transmitted to the auxiliary control system 2106 when the electrictraction vehicle 1910 is parked and the auxiliary control system 2106 isbeing used. This may be desirable to reduce the amount of messagetraffic on the control system which is in current use. Once theauxiliary control system 2106 is no longer being used, the router 2002may be configured to allow additional messages to pass from the chassiscontrol system 2104 to the auxiliary control system 2106. Typically,messages of the least importance are filtered out by the router 2002,while messages that are critical to the function of the electrictraction vehicle 1910 may never be filtered out by the router 2002(e.g., throttle messages, brake messages, etc.).

In another embodiment, the router 2002 may be configured to determinewhether a message should be forwarded and, if so, where the messageshould be forwarded, using a portion of the data field of the message.Depending on the size of the particular item of information which iscommunicated over the communication network, the item of information maybe transmitted as one or more messages. Each message has an identifierfield and a data field. Typically, the size of the identifier field andthe data field is specified by the network protocol being used. Also,the network protocol may only provide only a certain limited number ofproprietary identifiers with the rest being set using the networkprotocol. However, by using a portion of the data field of the messageas an identifier, additional proprietary identifiers may be created andused to transmit and router messages. The router 2002 may be used tofilter and/or forward messages based on at least a portion of the datain the data field of each message.

As shown in FIG. 33, a backup communication link 2158 is providedbetween controller module 2114 and controller module 2132. If the router2002 were to fail, the backup communication link 2158 may be used toallow the controller module 2114 to communicate critical information tothe controller module 2132. For example, the controller module 2114 maycommunicate throttle, brake, shifter position, etc. to the controllermodule 2132 to allow the electric traction vehicle 1910 to continue tobe driven until it can reach a suitable place to be repaired. Thus, ifthe router 2002 fails, the controller module 2114 functions as a routerto allow certain information to be communicated between the chassiscontrol network 2112 and the engine and propulsion communicationnetworks 2142, 2126.

For address based forwarding and blocking of messages, the router 2002may acquire the address of the various modules and devices on thenetworks in a number of ways. For example, in one embodiment, the router2002 may be configured to detect the address of the various modules anddevices by monitoring the message traffic over the networks. This may bedesirable since it eliminates the need for the operator/manufacturer toload a list of the various devices into the router 2002. Thus, detectingthe address of the various modules and devices on the networks makes iteasier to swamp out defective routers with operable routers and/orinstall new routers at the time of manufacture. In other embodiments,the addresses of the various modules and/or devices on the networks maybe preprogrammed internally or sent via a message to the router 2002.

Referring to FIGS. 34-39, various exemplary embodiments of the operationof the control system are shown. FIG. 34 shows a flow chart of oneembodiment of how the router 2002 may be used to isolate a component(e.g., device or module) to the communications network it is coupled to.At step 2200, the router is configured to isolate a component to aparticular network. This step may be performed by transmitting a messageto the router 2002 identifying the component to be isolated. This may beas simple as sending a message to the router 2002 having the networkaddress of the component to be isolated. This step may also be performedby preprogramming the router 2002 before installation to isolate acomponent. At step 2202, the router 2002 receives a message over one ofthe networks. At step 2204, the router 2002 compares the address of thecomponent that sent the message to a table of addresses of componentswhich are blocked from transmitting messages to the other communicationnetworks. If the address of the component that sent the message is inthe table of blocked addresses then the message is filtered or blockedfrom being transmitted to the other communication networks. If theaddress is not in the table then the message is forwarded on to theappropriate network (if the message is a point to point message) or toall of the other networks (if the message was a broadcast message), asshown at step 2206.

Referring to FIG. 35, a flow chart of the operation of the router 2002is shown according to another embodiment. In this embodiment, the router2002 monitors the message traffic on the networks to determine theaddresses of the network components. At step 2208, the router 2002receives a message transmitted over one of the communication networks.At step 2210, the router 2002 determines the address of the componentthat sent the message. Although not every message is required to includeeither the sender's or the receiver's address, many messages willcontain at least the network address of the component that sent themessage. The router 2002 associates the communications network that themessage originated on with the network address of the component thatsent the message at step 2212. The router 2002 stores the networkaddress in memory at step 2214 so that future messages sent to thatnetwork address may be forwarded to the correct communications network.

By determining the address of various network components in this manner,the router 2002 may be coupled to the control system of the electrictraction vehicle 1910 with minimal setup. During the time when therouter 2002 is learning the network addresses of the components, therouter 2002 may be configured to hold messages in queue until the router2002 learns the location on the network of the component having theaddress referred to in the message. In another embodiment, the router2002 may be preprogrammed to include the network address of criticalcomponents such as interface modules 2128 and the interface module 2116coupled to operator interface 1973. Thus, the router 2002 may be able toforward messages for these components while at the same time learningthe addresses of the remaining components.

Referring to FIG. 36, another flow chart of the operation of the router2002 is shown according to another embodiment. In this embodiment, therouter 2002 is used to forward a message between the communicationnetworks based on the address specified in the message. At step 2216,the router 2002 receives the message over one of the communicationnetworks. At steps 2218-2220, the router 2002 determines the destinationaddress specified in the message and which network is associated withthat destination address. The router 2002 typically includes a tablethat associates each component with a particular communications networkso that the router 2002 needs only to match the address specified in themessage with the address of the component in the table to determinewhich network the component is located on. At step 2222, the router 2002forwards the message to appropriate network.

Referring to FIG. 37, a flow chart is shown of one embodiment of thecontrol system which includes failure compensation measures. At step2224, the control system detects that there has been a failure whichresults in the power source 1916 no longer receiving power controlinformation (e.g., controller module 2132 fails, communication network2142 fails, etc.). Typically, step 2224 is performed by a componentincluded with the power source. In other embodiments, various controllermodules and/or interface modules may be used to detect the failure. Afailure may be detected if a module or device stops transmitting or doesnot transmit within a certain window of time. At step 2226, the powersource 1916 begins operating to provide a constant power output to theAC bus assembly 1924 instead of the normal variable output power. Thus,the devices and components coupled to the AC bus assembly 1924 may stillhave power even though the power source 1916 is no longer beingcontrolled.

Referring to FIG. 38, another flow chart is shown of another embodimentof the control system which includes failure compensation measures. Inthis embodiment, the control system is configured to account for afailure which results in the control information for the electric motorsbeing unavailable. At step 2228, a failure is detected that results inthe control information for the electric motors being unavailable. Forexample, the communications network 2126 may be damaged or thecontroller module 2132 may be inoperable. Typically, step 2228 isperformed by one or more of the interface modules 2128. At step 2230, asecond communication link 2160 is used to transmit operator inputs tocontrol the operation of the electric motors 1928. For example, thesecond communication link 2160 may be between the interface modules 1928and the interface module 2116 coupled to the operator interface 1973.Throttle, brake, steering, and the like messages maybe transmitted overthe second communication link 2160 to the interface modules 2128 toallow the electric traction vehicle 1910 to continue to be operated.

Referring to FIG. 39, another flow chart is shown of another embodimentof the control system which includes failure compensation measures. Inthis embodiment, the control system is configured to detect andcompensate for failures in the power storage unit 1922. At step 2232,the control system detects a failure resulting in the power storage unit1922 being unavailable. The failure may occur for a variety of reasonssuch as the controller module 2134 being inoperable, the communicationnetwork 2144 being inoperable, etc. Step 2232 may be performed by any ofthe modules included in the control system. If controller module 2134 isoperable, step 2232 may be performed by controller module 2134. Ifcontroller module 2134 is inoperable, step 2232 may be performed bycontroller module 2132 or any of the remaining modules. At step 2234,the control system compensates for the loss of the power storage unit1922 in controlling the electric motors 1928. For example, once thepower storage unit 1922 becomes unavailable, a message may be sentacross the various communication networks informing the modules of thesame. The module or modules which are controlling the electric motors(e.g., controller module 2132 or interface modules 2128) may beconfigured to output lower torque output commands since theinstantaneous power of the power storage unit 1922 is unavailable. Also,the controller module 2132 may compensate for the loss of power from thepower storage unit 1922 by having the power source provide 1916 provideconstant power output to the AC bus assembly 1924.

Thus, there is provided an electric traction vehicle of a design withthe module and/or devices interconnected by an AC bus assembly and oneor more data bus networks. Other embodiments using other types ofvehicles are possible. For example, an electric traction vehicle using asimilar design can be utilized as a fire truck for use at an airport orone that can negotiate severe off-road terrain. The vehicle can also beused in a military configuration with the ability to negotiate extremeside slopes and negotiate extreme maneuvers at high speeds. The variousdesirable aspects of the vehicle architecture will allow for optimumplacement of components to maximize performance with regard to center ofgravity which will facilitate its operational capabilities.

Throughout the specification, numerous advantages of preferredembodiments have been identified. It will be understood of course thatit is possible to employ the teachings herein so as to withoutnecessarily achieving the same advantages. Additionally, although manyfeatures have been described in the context of a vehicle control systemcomprising multiple modules connected by a network, it will beappreciated that such features could also be implemented in the contextof other hardware configurations. Further, although various figuresdepict a series of steps which are performed sequentially, the stepsshown in such figures generally need not be performed in any particularorder. For example, in practice, modular programming techniques are usedand therefore some of the steps may be performed essentiallysimultaneously. Additionally, some steps shown may be performedrepetitively with particular ones of the steps being performed morefrequently than others. Alternatively, it may be desirable in somesituations to perform steps in a different order than shown.

Many other changes and modifications may be made to the presentinvention without departing from the spirit thereof.

1. An electric traction vehicle comprising: a vehicle platform; a firstcommunication network; a second communication network; a power sourcemounted on the vehicle platform; a plurality of drive wheels rotatablymounted on the vehicle platform; a plurality of electric motors whichare used to drive the drive wheels; a router coupled between the firstcommunication network and the second communication network, the routerbeing used to facilitate communication between the first communicationnetwork and the second communication network; wherein the first networkis primarily used to communicate information related to the operation ofchassis devices of the vehicle and the second network is primarily usedto communicate information related to the operation of the drivetrain ofthe vehicle.
 2. The vehicle of claim 1, wherein the first communicationnetwork and the second communication network use the same networkcommunication protocol.
 3. The vehicle of claim 2, wherein the networkcommunication protocol consists essentially of J1939 networkcommunication protocol.
 4. The vehicle of claim 1, wherein the vehiclecomprises a third communication network, wherein the router is coupledto the third communication network and is used to facilitatecommunication between the first, second, and third communicationnetworks.
 5. The vehicle of claim 1, wherein the router is used toprevent at least substantially all of the messages transmitted by adevice on one of the first or second networks from being communicated tothe other one of the first or second networks.
 6. The vehicle of claim1, wherein the router may be selectively configured to prevent or allowat least substantially all of the messages originating from a device onone of the first or second networks to be communicated to the other oneof the first or second networks.
 7. The vehicle of claim 1, wherein therouter prevents messages having a particular source address from beingcommunicated between the first and second networks.
 8. The vehicle ofclaim 7, wherein the router is used to filter and/or forward messagesbetween the first and second networks.
 9. The vehicle of claim 1,wherein the router is used to communicate messages between the first andsecond networks, and wherein the messages include an identifier fieldand a data field, at least a portion of the data field being used by therouter to determine how to handle the messages.
 10. The vehicle of claim1, wherein a first module is coupled to the first network and is used tocontrol output devices coupled to the first network and a second moduleis coupled to the second network and is used to control output devicescoupled to the second network.
 11. The vehicle of claim 1, wherein thevehicle comprises a third communication network coupled to the router,the router being used to facilitate communication between the first,second, and third communication networks, and wherein the thirdcommunication network is primarily used to communicate informationrelated to the operation of a load handling system.
 12. The vehicle ofclaim 11, wherein the load handling system is a refuse load handlingsystem.
 13. The vehicle of claim 11, wherein the load handling system isa palletized load handling system.
 14. The vehicle of claim 1, whereinthe power source includes a generator coupled to an engine, thegenerator being used to provide power to operate the motors.
 15. Thevehicle of claim 1, wherein the power source provides AC power and isconnected to the plurality of interface modules by way of an AC busassembly.
 16. The vehicle of claim 1, wherein the vehicle is a tacticalmilitary vehicle, refuse vehicle, concrete vehicle, or fire fightingvehicle.
 17. The vehicle of claim 1, wherein the vehicle is a hybridelectric vehicle with the power source comprising a diesel enginecoupled to an electric generator.
 18. The vehicle of claim 1, whereinthe power source comprises a fuel cell coupled to an inverter, theinverter converting DC power from the fuel cell to AC power for the ACbus assembly.
 19. The vehicle of claim 1, wherein the vehicle comprisesa plurality of auxiliary drive modules, and wherein the vehicle has areconfigurable drive capacity, the reconfigurable drive capacity beingachieved by way of the auxiliary drive modules, each of the plurality ofauxiliary drive modules comprising, an additional electric motor, and anadditional drive wheel, the auxiliary drive modules being capable ofbeing added to and removed from the vehicle as a unit to achieve acorresponding increase or decrease in the drive capacity of the vehicle.20. The vehicle of claim 1, wherein the vehicle comprises a powerstorage unit.
 21. The vehicle of claim 20, wherein each of the electricmotors are used to regenerate power back to at least one of theprincipal power unit and the power storage unit.
 22. An electrictraction vehicle comprising: a vehicle platform; a first communicationnetwork; a second communication network; a power source mounted on thevehicle platform; a plurality of drive wheels rotatably mounted on thevehicle platform; a plurality of electric motors which are used to drivethe drive wheels; a router coupled between the first communicationnetwork and the second communication network, the router being used tofacilitate communication between the first communication network and thesecond communication network; and wherein the vehicle comprising abackup router which is used to facilitate communication of at leastcritical messages between the first communication network and the secondcommunication network if the router fails.
 23. The vehicle of claim 22,wherein the first communication network and the second communicationnetwork use the same network communication protocol.
 24. The vehicle ofclaim 23, wherein the network communication protocol consistsessentially of J1939 network communication protocol.
 25. The vehicle ofclaim 22, wherein the vehicle comprises a third communication network,wherein the router is coupled to the third communication network and isused to facilitate communication between the first, second, and thirdcommunication networks.
 26. The vehicle of claim 22, wherein the routeris used to prevent at least substantially all of the messagestransmitted by a device on one of the first or second networks frombeing communicated to the other one of the first or second networks. 27.The vehicle of claim 22, wherein the router may be selectivelyconfigured to prevent or allow at least substantially all of themessages originating from a device on one of the first or secondnetworks to be communicated to the other one of the first or secondnetworks.
 28. The vehicle of claim 22, wherein the router preventsmessages having a particular source address from being communicatedbetween the first and second networks.
 29. The vehicle of claim 28,wherein the router is used to filter and/or forward messages between thefirst and second networks.
 30. The vehicle of claim 22, wherein therouter is used to communicate messages between the first and secondnetworks, and wherein the messages include an identifier field and adata field, at least a portion of the data field being used by therouter to determine how to handle the messages.
 31. The vehicle of claim22, wherein a first module is coupled to the first network and is usedto control output devices coupled to the first network and a secondmodule is coupled to the second network and is used to control outputdevices coupled to the second network.
 32. The vehicle of claim 22,wherein the first network is primarily used to communicate informationrelated to the operation of chassis devices of the vehicle and thesecond network is primarily used to communicate information related tothe operation of the drivetrain of the vehicle.
 33. The vehicle of claim32, wherein the vehicle comprises a third communication network coupledto the router, the router being used to facilitate communication betweenthe first, second, and third communication networks, and wherein thethird communication network is primarily used to communicate informationrelated to the operation of a load handling system.
 34. The vehicle ofclaim 33, wherein the load handling system is a refuse load handlingsystem.
 35. The vehicle of claim 33, wherein the load handling system isa palletized load handling system.
 36. The vehicle of claim 22, whereinthe power source includes a generator coupled to an engine, thegenerator being used to provide power to operate the motors.
 37. Thevehicle of claim 22, wherein the power source provides AC power and isconnected to the plurality of interface modules by way of an AC busassembly.
 38. The vehicle of claim 22, wherein the vehicle is a tacticalmilitary vehicle, refuse vehicle, concrete vehicle, or fire fightingvehicle.
 39. The vehicle of claim 22, wherein the vehicle is a hybridelectric vehicle with the power source comprising a diesel enginecoupled to an electric generator.
 40. The vehicle of claim 22, whereinthe power source comprises a fuel cell coupled to an inverter, theinverter converting DC power from the fuel cell to AC power for the ACbus assembly.
 41. The vehicle of claim 22, wherein the vehicle comprisesa plurality of auxiliary drive modules, and wherein the vehicle has areconfigurable drive capacity, the reconfigurable drive capacity beingachieved by way of the auxiliary drive modules, each of the plurality ofauxiliary drive modules comprising, an additional electric motor, and anadditional drive wheel, the auxiliary drive modules being capable ofbeing added to and removed from the vehicle as a unit to achieve acorresponding increase or decrease in the drive capacity of the vehicle.42. The vehicle of claim 22, wherein the vehicle comprises a powerstorage unit.
 43. The vehicle of claim 42, wherein each of the electricmotors are used to regenerate power back to at least one of theprincipal power unit and the power storage unit.
 44. A vehiclecomprising: an internal combustion engine; a vehicle platform; aplurality of drive wheels rotatably coupled to the vehicle platform; afirst communication network; a second communication network; a routercoupled between the first communication network and the secondcommunication network, the router being used to prevent at leastsubstantially all of the messages transmitted by a device on one of thefirst or second networks from being communicated to the other one of thefirst or second networks; wherein the first network is primarily used tocommunicate information related to the operation of chassis devices ofthe vehicle and the second network is primarily used to communicateinformation related to the operation of the drivetrain of the vehicle.45. The vehicle of claim 44, wherein the first communication network andthe second communication network use the same network communicationprotocol.
 46. The vehicle of claim 45, wherein the network communicationprotocol consists essentially of J1939 network communication protocol.47. The vehicle of claim 44, wherein the router may be selectivelyconfigured to prevent or allow messages originating from a device on oneof the first or second networks to be communicated to the other one ofthe first or second networks.
 48. The vehicle of claim 44, wherein therouter prevents messages having a particular source address from beingcommunicated between the first and second networks.
 49. The vehicle ofclaim 48, wherein the router is used to filter and/or forward messagesbetween the first and second networks.
 50. The vehicle of claim 44,wherein the vehicle comprises a third communication network coupled tothe router, the router being used to facilitate communication betweenthe first, second, and third communication networks, and wherein thethird communication network is primarily used to communicate informationrelated to the operation of a load handling system.
 51. The vehicle ofclaim 50, wherein the load handling system is a refuse load handlingsystem, palletized load handling system, or fire apparatus handlingsystem.
 52. A vehicle comprising: an internal combustion engine; avehicle platform; a plurality of drive wheels rotatably coupled to thevehicle platform; a first communication network; a second communicationnetwork; a router coupled between the first communication network andthe second communication network, the router being used to communicatemessages between the first and second networks; wherein at least aportion of the messages include an identifier field and a data field, atleast a portion of the data field being used by the router to determinewhere to forward the messages between the first and second networksand/or whether to forward the messages between the first and secondnetworks; wherein the first network is primarily used to communicateinformation related to the operation of chassis devices of the vehicleand the second network is primarily used to communicate informationrelated to the operation of the drivetrain of the vehicle.
 53. Thevehicle of claim 52, wherein the first communication network and thesecond communication network use the same network communicationprotocol.
 54. The vehicle of claim 53, wherein the network communicationprotocol consists essentially of J1939 network communication protocol.55. The vehicle of claim 52, wherein the router is used to prevent atleast substantially all of the messages transmitted by a device on oneof the first or second networks from being communicated to the other oneof the first or second networks.
 56. The vehicle of claim 52, whereinthe vehicle comprises a third communication network coupled to therouter, the router being used to facilitate communication between thefirst, second, and third communication networks, and wherein the thirdcommunication network is primarily used to communicate informationrelated to the operation of a load handling system.
 57. The vehicle ofclaim 56, wherein the load handling system is a refuse load handlingsystem, palletized load handling system, or fire apparatus handlingsystem.
 58. An electric traction vehicle comprising: a vehicle platform;a first communication network; a second communication network; a thirdcommunication network; a power source mounted on the vehicle platform; aplurality of drive wheels rotatably mounted on the vehicle platform; aplurality of electric motors which are used to drive the drive wheels; arouter coupled between the first, second, and third networks, the routerbeing used to filter and/or forward messages between the first, second,and third networks; wherein the first network is primarily used tocommunicate information related to the operation of chassis devices ofthe vehicle and the second network is primarily used to communicateinformation related to the operation of the drivetrain of the vehicle.59. The vehicle of claim 58, wherein the vehicle is a tactical militaryvehicle, refuse vehicle, concrete vehicle, or fire fighting vehicle. 60.A vehicle comprising: an internal combustion engine; a vehicle platform;a plurality of drive wheels rotatably coupled to the vehicle platform; afirst communication network; a second communication network; a routercoupled between the first communication network and the secondcommunication network, the router being used to prevent at leastsubstantially all of the messages transmitted by a device on one of thefirst or second networks from being communicated to the other one of thefirst or second networks; wherein the vehicle comprises a thirdcommunication network, wherein the router is coupled to the thirdcommunication network and is used to prevent at least substantially allof the messages transmitted by a device on one of the first, second, orthird networks from being communicated to the remaining ones of thefirst, second, or third networks.
 61. The vehicle of claim 60, whereinthe first communication network and the second communication network usethe same network communication protocol.
 62. The vehicle of claim 61,wherein the network communication protocol consists essentially of J1939network communication protocol.
 63. The vehicle of claim 60, wherein therouter may be selectively configured to prevent or allow messagesoriginating from a device on one of the first or second networks to becommunicated to the other one of the first or second networks.
 64. Thevehicle of claim 60, wherein the router prevents messages having aparticular source address from being communicated between the first andsecond networks.
 65. The vehicle of claim 64, wherein the router is usedto filter and/or forward messages between the first and second networks.66. The vehicle of claim 60, wherein the router is used to communicatemessages between the first and second networks, and wherein the messagesinclude an identifier field and a data field, at least a portion of thedata field being used by the router to determine how to handle themessages.
 67. The vehicle of claim 66, wherein the first network isprimarily used to communicate information related to the operation ofchassis devices of the vehicle and the second network is primarily usedto communicate information related to the operation of the drivetrain ofthe vehicle.
 68. The vehicle of claim 67, wherein the vehicle comprisesa third communication network coupled to the router, the router beingused to facilitate communication between the first, second, and thirdcommunication networks, and wherein the third communication network isprimarily used to communicate information related to the operation of aload handling system.
 69. The vehicle of claim 68, wherein the loadhandling system is a refuse load handling system, palletized loadhandling system, or fire apparatus handling system.
 70. A vehiclecomprising: an internal combustion engine; a vehicle platform; aplurality of drive wheels rotatably coupled to the vehicle platform; afirst communication network; a second communication network; a routercoupled between the first communication network and the secondcommunication network, the router being used to communicate messagesbetween the first and second networks; wherein at least a portion of themessages include an identifier field and a data field, at least aportion of the data field being used by the router to determine where toforward the messages between the first and second networks and/orwhether to forward the messages between the first and second networks;wherein the vehicle comprises a third communication network coupled tothe router, wherein the router uses the at least a portion of the datafield to determine where to forward the messages between the first,second, or third networks and/or whether to forward the messages betweenthe first, second, or third networks.
 71. The vehicle of claim 70,wherein the first communication network and the second communicationnetwork use the same network communication protocol.
 72. The vehicle ofclaim 71, wherein the network communication protocol consistsessentially of J1939 network communication protocol.
 73. The vehicle ofclaim 70, wherein the router is used to prevent at least substantiallyall of the messages transmitted by a device on one of the first orsecond networks from being communicated to the other one of the first orsecond networks.
 74. The vehicle of claim 70, wherein the first networkis primarily used to communicate information related to the operation ofchassis devices of the vehicle and the second network is primarily usedto communicate information related to the operation of the drivetrain ofthe vehicle.
 75. The vehicle of claim 74, wherein the vehicle comprisesa third communication network coupled to the router, the router beingused to facilitate communication between the first, second, and thirdcommunication networks, and wherein the third communication network isprimarily used to communicate information related to the operation of aload handling system.
 76. The vehicle of claim 75, wherein the loadhandling system is a refuse load handling system, palletized loadhandling system, or fire apparatus handling system.